JFP in PA

Welcome to RennTech It came from the factory without that bolt. Adding a new one is fine, but not necessary.

Bilstein is the factory strut cartridge supplier.

The bulb chart for the Cayenne list the fog as an H11. What is the exact year and model of your car?

Welcome to RennTech I think you need to check Amazon again: H11 LED bulbs

A long time ago, someone a lot brighter than me commented, "Speed cost money; how fast do you want to go?" 😉

First of all, LN Engineering's IMS Solution is a LOT more than just an oil feed line; the bearing insert is a solid bearing (no moving parts) with annular oil passages just like the almighty Mezger turbo engines used, the IMS shaft is plugged to prevent oil accumulation and the balance problems associated by running the shaft full of oil, the replacement rear IMS flange is coated with a Diamond like coating for strength and longevity, and the oil feed is sourced at the oil filter to get clean, cool oil rather than where some others have sourced it. Perhaps one of the biggest advantages of the Solution is that it never has to be replaced like other IMS retrofits, it is the ONLY permanent fix for IMS related headaches. We have never has any problems with the LN IMS Solution; it simply works, period

That is the steering angle sensor, which contains the clock spring on your car. You need to also be aware the code you have indicates you may have a harness short, which replacing the steering angle sensor may not correct. More diagnostics are required, and if the steering angle sensor is the issue, the new one will need to be calibrated after installation.

Welcome to RennTech Sorry, but the clock spring is not the issue, it is the steering angle sensor: P4420 Possible fault causes - Short circuit to B+ in wiring harness - Short circuit to ground in wiring harness - Short circuit between the signal and ground lines of the rate of turn sensor - Open circuit in electric circuit - PSM(TC/ABS) control unit faulty NOTE: Calibration of the steering angle sensor must be performed on a measuring platform. The steering angle sensor must be calibrated after work has been carried out on the running gear in the area of the front axle. The security code is required for calibration of the steering angle sensor. The security code is read with the PST2 under menu item "Actual values". Calibration is described in⇒ Rep. Gr. 4560; Calibrating steering angle sensor.

These switches are a common electrical fault source in these cars; fortunately they are not expensive and are a common DIY project.

No, it is located on the fuel rail and is a mechanical device. The ignition switch is a cheap electrical part of the key assembly that requires no programing to replace. It is a pain to access, but controls ALL electrical functions in the car: A DIY how to here: How to change 996 ignition switch electrical section Be sure to buy the factory part, aftermarket versions are notoriously bad..............

Welcome to RennTech Have you checked the actual fuel pressure? You also have not mentioned the fuel filter or the fuel pressure regulator, both of which could be part of the equation. I would also be looking at the ignition switch electrical section, a known weak point that causes all sorts of electrical issues when it goes bad. Good luck.

Welcome to RennTech ALL Porsche's use this style bolt, and they are available in longer lengths.

I would first check the one you have to make sure it is not blocked from air flow by debris.

The Durametric will clear it; I have no experience with the other tool, so I cannot comment on it.

Welcome to RennTech There is a sensor for the air bags under the center console that measures rapid deceleration, triggering the bags. Most likely, when the car was driven without the console reinstalled created this issue. I would have the code read and then cleared with a Porsche specific scan tool (disconnecting the battery will not clear it, it has to be done with the correct scan tool), and then drive the car to see if it comes back. If it does, wiring is not connected correctly; but I would be willing to bet it won't come back. Good luck.😉

I misread your original post, I thought the engine you are looking at came out of a Boxster, which cannot be a 3.6L. Porsche has used more than one design chain for the IMS over the years which are not interchangeable as the gears and chain rails are also different:

Sorry, but the 2002-2004 Boxster S engine was a 3.2L, not a 3.6L. later models got a 3.4L engine, but there were no 3.6L M96/97 Boxsters from the factory, although there was a 3.8L 9A1 engine in 2015-2016 "Spyder" model. You can interchange 3.2 and 3.4 cylinder heads within certain bounds and caveats: Both engines need to have the same cam drive systems (chain styles and number of chains varied over model years). 986 1997–1999 2.5 L (2,480 cc) 204 PS (150 kW; 201 bhp) 245 N⋅m (181 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six "M96.20" 2000–2002 2.7 L (2,687 cc) 220 PS (162 kW; 217 bhp) 260 N⋅m (190 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam) "M96.22" 2003–2004 2.7 L (2,687 cc) 228 PS (168 kW; 225 bhp) 260 N⋅m (190 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "M96.23" 2000–2002 3.2 L (3,179 cc) 252 PS (185 kW; 249 bhp) 305 N⋅m (225 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam) "M96.21" (Boxster S) 2003–2004 3.2 L (3,179 cc) 260 PS (191 kW; 256 bhp) 310 N⋅m (230 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "M96.24" (Boxster S) 2004 3.2 L (3,179 cc) 265 PS (195 kW; 261 bhp) 310 N⋅m (230 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "M96.24" (Boxster S "50 Jahre 550 Spyder") VEHICLE ENGINE TYPE MY ENGINE NO. TECHNICAL DATA [2] BOXSTER M96.20 97 V 65V 00501>60000 6ZYL/2,5L /150 KW BOXSTER M96.20 98 W 65W 00501>60000 6ZYL/2,5L /150 KW BOXSTER M96.20 99 X 65X 00501>60000 6ZYL/2,5L /150 KW BOXSTER M96.22 00 Y 65Y 00501>60000 6ZYL/2,7L /160 KW BOXSTER M96.22 01 1 651 00501>60000 6ZYL/2,7L /162 KW BOXSTER M96.22 02 2 652 00501>60000 6ZYL/2,7L /162 KW BOXSTER M96.23 03 3 653 00501>60000 6ZYL/2,7L /168 KW BOXSTER M96.23 04 4 654 00501>60000 6ZYL/2,7L /168 KW BOXSTER "S" M96.21 00 Y 67Y 00501>60000 6ZYL/3,2L /185 KW BOXSTER "S" M96.21 01 1 671 00501>60000 6ZYL/3,2L /185 KW BOXSTER "S" M96.21 02 2 672 00501>60000 6ZYL/3,2L /185 KW BOXSTER "S" M96.24 03 3 673 00501>60000 6ZYL/3,2L /191 KW BOXSTER "S" M96.24 04 4 674 00501>60000 6ZYL/3,2L /191 KW 987 2004–2006 2.7 L (2,687 cc) 240 PS (177 kW; 237 bhp) 270 N⋅m (200 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam) "M96.25" 2006–2008 2.7 L (2,687 cc) 245 PS (180 kW; 242 bhp) 273 N⋅m (201 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "M97.20" 2004–2006 3.2 L (3,179 cc) 280 PS (206 kW; 276 bhp) 320 N⋅m (240 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "M96.26" (Boxster S) 2006–2009 3.4 L (3,387 cc) 295 PS (217 kW; 291 bhp) 340 N⋅m (250 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "M97.21" (Boxster S) 2007–2008 3.4 L (3,387 cc) 303 PS (223 kW; 299 bhp) 340 N⋅m (250 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "M97.22" (Boxster "RS 60 Spyder Edition", Boxster S "Porsche Design Edition 2") VEHICLE ENGINE TYPE MY ENGINE NO. TECHNICAL DATA [3] BOXSTER M96.25 05 5 615 00501>60000 6ZYL/2,7L /176 KW BOXSTER M96.25 06 6 616 00501>60000 6ZYL/2,7L /176 KW BOXSTER M97.20 07 7 657 00501>60000 6ZYL/2,7L /180 KW BOXSTER M97.20 08 8 658 00501>60000 6ZYL/2,7L /180 KW BOXSTER "S" M96.26 05 5 625 00501>60000 6ZYL/3,2L /206 KW BOXSTER "S" M96.26 06 6 626 00501>60000 6ZYL/3,2L /206 KW BOXSTER "S" M97.21 07 7 677 00501>60000 6ZYL/3,4L /217 KW BOXSTER "S" M97.21 08 8 678 00501>60000 6ZYL/3,4L /217 KW BOXSTER "S" RS SPYDER M97.22 08 8 668 00501>60000 6ZYL/3,4L /223 KW 987 II 2009–2012 2.9 L (2,893 cc) 255 PS (188 kW; 252 bhp) 290 N⋅m (210 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "MA1.20" 2009–2012 3.4 L (3,436 cc) 310 PS (228 kW; 306 bhp) 360 N⋅m (270 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "MA1.21" (Boxster S) 2010–2011 3.4 L (3,436 cc) 320 PS (235 kW; 316 bhp) 370 N⋅m (270 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "MA1.22" (Boxster Spyder) VEHICLE ENGINE TYPE MY ENGINE NO. TECHNICAL DATA [4] BOXSTER MA1.20 09 9 __9 00501>99999 6ZYL/2,9L /188 KW BOXSTER MA1.20 10 A __A 00501>99999 6ZYL/2,9L /188 KW BOXSTER MA1.20 11 B __B 00501>60000 6ZYL/2,9L /188 KW BOXSTER MA1.20 12 C __C 00501>60000 6ZYL/2,9L /188 KW BOXSTER "S" MA1.21 09 9 __9 00501>99999 6ZYL/3,4L /228 KW BOXSTER "S" MA1.21 10 A __A 00501>99999 6ZYL/3,4L /228 KW BOXSTER "S" MA1.21 11 B __B 00501>60000 6ZYL/3,4L /228 KW BOXSTER "S" MA1.21 12 C __C 00501>60000 6ZYL/3,4L /228 KW BOXSTER SPYDER MA1.21 11 B C_B 50501>60000 6ZYL/3,4L /235 KW BOXSTER SPYDER MA1.21 12 C C_C 50501>60000 6ZYL/3,4L /235 KW 981 2012–2014 2.7 L (2,706 cc) 265 PS (195 kW; 261 bhp) 280 N⋅m (210 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "MA1.22" 2014–2016 3.4 L (3,436 cc) 315 PS (232 kW; 311 bhp) 360 N⋅m (270 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "MA1.23" (Boxster S) 2014–2016 3.4 L (3,436 cc) 330 PS (243 kW; 325 bhp) 370 N⋅m (270 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "MA1.23" (Boxster GTS) 2015–2016 3.8 L (3,800 cc) 375 PS (276 kW; 370 bhp) 420 N⋅m (310 lbf⋅ft) water-cooled DOHC 24-valve Boxer flat-six (VarioCam Plus) "MA1.24" (Boxster Spyder) VEHICLE ENGINE TYPE MY ENGINE NO. TECHNICAL DATA [5] BOXSTER MA1.22 12 C __C 00501>60000 6ZYL/2,7L /195 KW BOXSTER MA1.22 13 D __D 00501>60000 6ZYL/2,7L /195 KW BOXSTER MA1.22 14 E __E 00501>60000 6ZYL/2,7L /195 KW BOXSTER MA1.22 15 F __F 00501>60000 6ZYL/2,7L /195 KW BOXSTER MA1.22 16 G __G 00501>60000 6ZYL/2,7L /195 KW BOXSTER "S" MA1.23 12 C __C 00501>60000 6ZYL/3,4L /232 KW BOXSTER "S" MA1.23 13 D __D 00501>60000 6ZYL/3,4L /232 KW BOXSTER "S" MA1.23 14 E __E 00501>60000 6ZYL/3,4L /232 KW BOXSTER "S" MA1.23 15 F __F 00501>60000 6ZYL/3,4L /232 KW BOXSTER "S" MA1.23 16 G __G 00501>60000 6ZYL/3,4L /232 KW BOXSTER SPYDER MDB.XA 16 G DBX 00501>60000 6ZYL/3,8L /276 KW

Your engine is a VarioCam+, a 2000 engine would be a 3.2L and carry the earlier VarioCam system. Which IMS is in the engine would be determined by when it was rebuilt, 2002-2004 it would be the single row serviceable bearing; 2000-2001 could go either way, any earlier and it would be the dual row serviceable bearing; 2005 or later would have the oversized non serviceable bearing.

Yes.

It doesn't need to be left open, simply buy a quality battery maintainer like Ctek, plug it into your cigarette lighter socket, run the cord out thru the cut out in the bottom of the driver's door (there for this exact purpose), and let the car sit for months (locked with the alarm on) without any issues.

There is a tab in the fuse panel you can pull out and attach a 12V jumper to:

Welcome to RennTech Unfortunately, as noted above, 2000-2001 were transitional and could have either a dual or single row bearing. Equally unfortunate is all the internet garbage about being able to determine which style bearing would be in an engine of this vintage from engine numbers, VIN, production dates, phase of the moon when the car was built, etc.; all of which are complete nonsense. The ONLY to know which style is in the engine is to take it apart and look.

Unless something codes, Durametric won't see it. Before ripping the car apart, open the front trunk, remove the battery cover, and have a sniff about; we haven often see problems with the top area of the fuel pump assembly involved with gas odor issues.

That is entirely your call. You will need to change the master cylinder over to provide brake fluid for the clutch system, pedal set, run new hydraulic lines from the clutch pedal to the clutch, shifter cables , shifter, electric switches for the clutch cruise release, back up lights, reprogram the DME (it will be looking for the Tip and will code without it), etc., etc.......... And when you are all done, the VIN will still say it is a Tiptronic car, lowering any resale value.

It isn't the line, it is were the fitting exits the bellhousing. The line is flexible and can be moved, the fitting's exit position is determined by the flange on the rear of the IMS shaft, and cannot be moved.