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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    They both appear from their dimensions and other specs to be the same battery ("Starter Battery - 68Ah EqPb lead-acid/AGM/GEL equivalent", etc.), but with different terminals.
  2. JFP in PA
    If it truly was, it would be purely luck. Interestingly the battery manufacturer's website says, and I quote, "up to 400CCA for ICE engines in HYBRID models with 900CA available at the press of the button" (notice we are jumping from CCA @ 0 F to CA ratings @ 68 F in that statement), apparently referring to its reserve cell capacity when a button is manually depressed, but at 68 F, not 0 F; and goes on to state, "Specifications: 68Ah PbEq, 400CCA with Push Button Reserve", so at 400 CCA (without the manual reserve button depressed) it has about 1/2 the cold cranking power of a conventional or AGM lead/acid battery of 800 CCA. As with most lightweight Li based batteries we have seen in the shop, it is low on amperage capacity. Every one we ever saw suffered from low capacity problems (headlights dimming when the stereo or AC was running, poor starting in cool/cold weather, etc.). There is no such thing as a free lunch. Have a nice holiday week end.
  3. JFP in PA
    Actually, it is not. You simply cannot take values for a smaller battery and extrapolate them to a larger unit, or visa versa. There are many other factors (internal conductivity, heat retention, cell pack, conductor resistance differences, etc.) that complicates such a mathematical solution attempt to the point of being unreliable. This is why battery manufacturers continually test their batteries to see how they rate rather than attempt calculated performance projections. If it was simply a matter of extrapolation, life would be a lot simpler in the battery business, they could save a whole bunch of money by not testing or having large test facilities, plus the technical consortiums (BCI/SAE) who's standards they have agreed to adhere to require actual repeatable test data rather than extrapolations.
  4. JFP in PA
    As someone that spent a significant part of his career in the battery business, your use of "assuming the proportions are the same" is more than seriously flawed. The CCA test used by the BCI (Battery Council International, the international technical consortium that sets standards for battery ratings and testing procedures used by battery manufacturers world wide) is very similar to the one used by the SAE (Society of Automotive Engineers); which requires storing the finished and fully charged battery a 0F (-17.8 C) for a period of 24 hours, then load testing it to determine its CCA rating. There is no known "proportioning" formula for determining this value, only hard testing data. Lightweight battery manufacturers have been "inventing" unique rating values and "equivalencies" without a basis in technical facts, and that are really totally meaningless, simply because they know what the outcome of publishing the more widely accepted testing data would be: Their batteries would appear weak compared to conventional SLI (starting, lighting, ignition) batteries.
  5. JFP in PA
    I would also like to know the unit's cold cranking amperage (CCA run at 0F after 24 hours), not the cranking amperage (CA which is done a 68 F) in the specs. A lot of these small, lightweight units are fine for race cars, but fall flat on their faces (literally) trying to spin over an engine at 20 F.
  6. JFP in PA
    We always did it on a lift with an engine support bar under it before we undid the mounts. You only need to drop it a couple of inches to make getting at it much easier, not out of the car. Usually, the nut on the ground is not in bad shape, and a quick spray with a good penetrating oil always helps. Just be sure to wipe it off before putting it back together again, and put a small dab of anti seize inside the nut.
  7. JFP in PA
    Depends upon how large your hands are, dropping the engine down slightly always gives you more room.
  8. JFP in PA
    Sounds like a vacuum leak.
  9. JFP in PA
    The correct test for the primary cables is voltage drop rather than resistance. No primary cable should show a drop of 0.5 V, if they do, they should be replaced regardless of what resistance testing shows.
  10. JFP in PA
    No, but hard clutch pedals in these cars is usually a sign the clutch itself is on its way out,
  11. JFP in PA
    Good luck, these types of issues are diagnostic time consuming; with luck you have a wiring or connector issue.
  12. JFP in PA
    Your next step would be to see if the DME is actually seeing any signal from the CPS, which requires a PST II, PIWIS, or similar oscilloscope diagnostic tool. You could also check the wiring harness for continuity to the DME; pin 1 on the sensor should lead to terminal 78 on the DME, pin 2 to terminal 20, and pin 3 to terminal 28. If any of those circuits shows a lack of continuity, you have a wiring issue.
  13. JFP in PA
    Unidentified sounds like this can be something small, like a loose part, or they could be something much more serious. Unless you can isolate the sound source, I would recommend not driving the car and flat bedding it to someone that can do more intensive diagnostics for you.
  14. JFP in PA
    I think the biggest obstacle you face is the leveling system, as even though you fit the mechanical parts, your DME does not have the programming to make it work, and even Porsche has proven to be reluctant to reflash the computer for this purpose. And without that, the car will fail inspection anywhere in the EU. The washer stalk does have a distinct cap which indicates the action required to activate the washers. This is a file done by someone that tried this, but it does not address how to get the DME functional: http://986forum.com/forums/attachments/performance-technical-chat/20080d1455322905-adding-headlamp-washers-litronic-retrofit-automatic-dynamic-headlight-beam-adjustment-minimum.pdf This may also prove useful: http://www.skylersrants.com/Porsche/Litronics/Instructions/Litronic11-02.pdf
  15. JFP in PA
    I am a "professional" that has run his own shop for many years, and my lawyer was advising me as a business owner, based upon multiple legal actions brought against similar businesses, and it two cases, individuals who did it for former buddies that later sued them for damages, and won big $. The potential consequences simply are not worth the risk. And no one here is offering legal advice, only our experience.........
  16. JFP in PA
    According to all the related industry literature I've read, and what my shop's legal consul has told me personally, it is a Federally mandated safety system, meaning that if you disable it, or show someone how to disable it, and the vehicle is subsequently involved in an accident, whomever did it (or showed someone how to do it) can be held both criminally and financially liable. And in many states, the vehicle is considered "unsafe" and would not pass local inspection standards. The same thing would apply to removing seat belts or disabling or removing the air bags. Proceed at your own risk..............................................
  17. JFP in PA
    Just take the bulb out.
  18. JFP in PA
    You can also look for a shop with a system called an “electronic ear”, which uses six separate noise sensors mounted at various parts of the car that can quickly triangulate an isolate the location of the sound. We have successfully use this system to locate very hard to locate sound sources.
  19. JFP in PA
    By far, the larger issue with the power steering systems on these cars is heat, not debris. More power steering pumps fail from overheating than anything else. There are a couple of aftermarket companies producing add on coolers because of this issue.
  20. JFP in PA
    On thing you are not considering is that the control module itself may be involved. If that is the case, you are going to need a sharp tech and access to the PIWIS system.
  21. JFP in PA
    Welcome to RennTech As noted above, Porsche, like may other OEM's, has restricted what repairs are permitted in the field with their SMG (read PDK) transmissions. Dealer techs are limited to a very short list of things to check, including software updates, before they resort to replacing the gearbox. And, like other brands, there is no plans for an exchange program where the vehicle owner gets anything more than a core value for the used gearbox because it would be impractical for Porsche or any other OEM to tear down and access the level damage to the components in a timely manner, so a value retention program is little more than wishful thinking. Porsche, again like other brands, has also dramatically restricted the availability of parts for these transmissions, partially because aftermarket vendors were purchasing them and then significantly modifying them before selling them to the public. The wet clutch assembly is a good example; Porsche had made it available as an over the counter part number for around $5K (US), but stopped doing so when cars came in with the modified clutches failing and damaging other component's in the gearboxes. Net result is that you can now only find sump pans, filters, and fluids for these gearboxes; anything beyond that gets very expensive very quickly.
  22. JFP in PA
    Consider the $600 "tuition"......................😉
  23. JFP in PA
    A belated welcome to RennTech While I hate to say this, you have just joined a lot of other people that discovered the exact same thing: Nearly every aftermarket exhaust system ever made for the 986 has droning issues. Perhaps even worse, before and after dyno sessions have repeatedly also shown that most of these system do not add any measurable level of performance, and some actually lose horse power. All they consistently do is make noise................
  24. JFP in PA
    It may be the solenoid itself that is failing.
  25. JFP in PA
    Voltage to shift solenoid "A" is low.
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