JFP in PA

OK, here’s the problem: There are more than one “terminal 30” in these cars. Lorne has pointed out the one on the cell phone cable under the center part of the dash, and there is another one on the fuel pump relay. So let’s go back and start with your faults, exactly which fault codes are you getting?

Welcome to RennTech Let’s start with the obvious: What exactly are you attempting to do?

You will be fine; a very little of this stuff goes a long way 😉

I would start with two Oz. The only thing the dye concentration impacts is how brightly the coolant is florescent under UV light, so an exact ratio is not critical.

Bone yard or dealer.

If the coils show any signs of cracking, regardless of what they do when water is sprayed on them, I would can them and install new units. Once they start cracking, it is only a matter of time before they fail...............................😉

It doesn't show as a separate item in either the PET or Porsche's online parts system, so you are going to need the help of a savvy Porsche parts person to find it for you.

Then I would check the fuel lines in that area; brackets are often referred to as "retainers" in Porsche speak.....

May only come with the tank; check with your dealer.

Not a problem. I would also suggest you do an online search for LN Engineering's IMS retrofit instructions (PDF file), which are short, and truly clear on the steps and procedures to assure the retrofit goes smoothly the first time. There are a lot of versions on how to do this, but LNs are decidedly the best out there: IMSR-Instruction-Warranty.pdf (lnengineering.com)

It isn't as bad as it looks; in fact, several things are more accessible on the X51 than they are on the standard engine. The intake is a very tight fit in the engine bay however.....................

You really did not need that tool kit, it is for resetting the cam timing or removing the cams themselves. You should have a kit that looks like this: As yours is a five-chain engine, you should be using the shorter of the two cam holding tools (just below the long bolt on the left above), and it gets inserted into the exhaust side cam on the passenger's side bank, towards the front of the car.

As the dyes do not affect anything, they will be fine. We have always used the Uview dye systems with excellent results.

You are looking at around one hour of diagnostic time, and as dealer hourly cost vary with geography, which can be anywhere from around $150 to as much as $300. The problem with the convertible top well flooding has been well known and documented since the early 2000's. The well under where the tops stores is well designed to collect water and funnel it to the two drains that drop it under the car. Problem has been from day one that these drains quickly become plugged with grass clippings, leaf debris and the like, resulting in the well becoming flooded. When the car is in motion, and the brakes are applied, a wave of the trapped water sloshes over the well lip and directly under the driver's seat where the central locking module lives. Around 2001-2002 Porsche realized there was a significant problem (due to the number of modules they were replacing under warranty) and released the specially contoured screens to protect the well drains. Having installed a ton of these screens, you would be amazed at how many cars had either one or both drains completely plugged, and even had standing water in the wells. The preventative fix is simple: Clean out the drains with compressed air and/or soapy water, then plug in the screens. Problem solved, I have had them in my personal car since they were released, and drains have never needed cleaning again................😉

To offer any real assistance, we need the exact codes that were read; without them, anything would be a guess.

The central locking computer is toast. It may be repairable, but that could end up costing more than getting a new one and having it programmed. Good luck and when you are paying for the new unit, remember that Porsche sells a $20 part that prevents this from happening:

Those traces look more like it. The check engine light will go off with miles.

No problem, that is what we are here for...................😉

The filter housing hold less than one liter of oil; if you are careful, you will lose very little replacing the O-ring. Also, make sure you didn't leave an O-ring behind when you first changed the oil (common mistake). As for the oil level, you should be running it two bars down from full in the first place.

Yes, you have a cat issue. The two O2 sensors should never be both cycling, which is why you got the code.

With the axles hanging down, there should be enough room. You can try rotating the bearing hub with the axle hanging to gain enough space to pull it out. It sometimes helps to jack up the hub end slightly as well. Some people disconnect the bottom of the shock to get more room:

Getting the axle to release from the hub may be difficult if it is still attached at the transmission end. The bolts on the transmission flange should not be all that tight (60 ft. lbs.).

Hey, everyone makes mistakes, so don't beat yourself up over it. Just try to make sure yours are little ones! Glad you got it sorted! 👍

You are always better to stay as close to the model year of the car when doing these swaps as Porsche likes to change things year to year. 00-02 engines should be a relatively easier candidate, with maybe a sensor or two that would need to be changed over. There are usually a fair number of engines for these cars running around at reasonable prices.

Welcome to RennTech This is going to be quite an undertaking. The 02 used very little CAN Bus technology for its electronics to communicate, while the 06 was a fully CAN Bus vehicle; along with which the fuel cam timing systems were completely different. In model year 2003, Porsche moved to a different VarioCam system (variable valve lift and timing) in the Boxster, which will require the later DME to function, which will also require the later wiring harness, but that later harness will not be a plug-in swap due to the CAN Bus and significant wiring differences that happened over time. It is possible to remap your existing DME via the aftermarket, but there will still be a lot of mismatched items to create work arounds to get functional. As the later DME is matched to the later immobilizer, you need the immobilizer as well, but due to wiring differences, the later DME will not be able to communicate with critical items like the dash cluster in the 02. And making the later DME work with the older chassis will not be a simple matter. Worse yet, if you did spend the time and considerable $ required to make this swap functional, you would have a one-off Frankenstein car which most buyers would (and should) run away from. You would be better off both financially and work wise finding another suitable engine (2000-02) that would simply bolt in; and you need to be aware that the article source you referenced is famous for glossing over how easy these swaps can be. Good luck with your project.