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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    1. We would never use the Unro part, they have proven to be unreliable. 2. Test the CPS by disconnecting it from the harness. 3. Check the harness isolated from the sensor, checking all three wires for continuity, resistance, short to ground; then reconnect the sensor and see if the pins at the DME read the same as the pins at the sensor. We regularly see these cars with rodent and chaffing damage on circuits leading to the DME that cause all sorts of problems
  2. JFP in PA
    What about the harness from the sensor to the DME?
  3. JFP in PA
    I would be testing the CPS unit itself, and the wiring harness from the CPS to the DME for continuity and shorts.
  4. JFP in PA
    If the diagram is correct to the car, yes, and the DME should see it at all times.
  5. JFP in PA
    The "reference mark signal" is the crank position sensor in Porsche speak..................... To precisely determine the crankshaft position, a reference mark signal is required. Engine speed and reference mark are monitored via an inductive sensor. A larger gear notch in the ring gear (on the flywheel) serves as reference mark. The larger notch induces a higher voltage in the sensor. A soft iron core partially bundles the magnetic field produced by the permanent magnet which then enters the space and closes again through the magnetically conductive parts of the engine. A steel toothed ring moving past the face of the sensor affects the magnetic field. The change in the magnetic field induces an electric charge that is used by the DME. A fault code is stored in memory when no crankshaft position sensor signal is recognized within 60 crankshaft revolutions and the engine speed is above 500 rpm. 1 - Permanent magnet 2 - Sensor housing 3 - Engine case 4 - Soft iron core 5 - Inductor coil 6 - Reference mark Could be the sensor connection, bad sensor, magnet has fallen out of the flywheel or even a bad DME (but not likely). Test the sensor as follows: Remove connector. Connect ohmmeter to sensor connector, pins 1 and 2. Display at 20 °C: 0.8 - 1.0 k ohms Connect ohmmeter to sensor connector, pins 1 and 3. Display: 00 infinite ohms
  6. JFP in PA
    Durametric will also do the ABS bleeding process. As for routing the new hard lines, while I do not have any tips of videos to share, and having done similar jobs on other brands of vehicles, I can tell you that some hard lines are installed while the vehicle is bare chassis, resulting in the lines sometimes needing to be cut out of the car in sections as they cannot be pulled out whole unless the car is again disassembled. When we run into these types of applications, we resort to nickel copper (DOT approved) line that is malleable and can be snaked into position and hand formed to match the suspect line. This process requires having the necessary flaring tooling and line ends to create the replacement line, but one of the biggest advantages of using the nickel copper lines (besides the ease of shaping) is that they will never rust. 😉
  7. JFP in PA
    If the tach is not bouncing when the engine is turning over, you have no crank position sensor signal at the DME......................
  8. JFP in PA
    There are a variety of things that can prevent the fuel pump from running that will not throw any codes, including a blown fuse, a bad fuel pump relay, a bad pump itself, a wiring issue, and even the crank position sensor (the DME has a safety in it to prevent the pump from running if it doesn't see crankshaft rotation).
  9. JFP in PA
    As far back as the first 986 Boxster, even the owner's manuals noted that Tip cars carried larger batteries. They are listed this way in the general section of the official repair manuals: Ah/A 60/280 Manual Ah/A 70/320 Tiptronic
  10. JFP in PA
    Is your car equipped with a Tiptronic trans? Porsche put bigger batteries is some models that carried the tip..............
  11. JFP in PA
    The 1997 car used a different set up than the later ones, using an adapter plate between the cooler and the engine case, and a different cooler itself, so your best bet is to check with a dealer part department for the correct o-rings as your setup is unique.
  12. JFP in PA
    Welcome to RennTech Porsche stopped publishing their service manuals around 2004-2005; but everything is available on the PIWIS system,or by subscription, but are not inexpensive . Most of the aftermarket versions are pretty useless.
  13. JFP in PA
    These modules must be coded to the car as they can fit multiple vehicles.
  14. JFP in PA
    I doubt the two are related.
  15. JFP in PA
    No, you need a PST II or PIWIS system.
  16. JFP in PA
    Could just be a fluke misfire, I'd wait to see if it returns.
  17. JFP in PA
    The DME has to see the solenoids not activated multiple times before throwing a code. Which cylinders are showing the misfire?
  18. JFP in PA
    It can take a couple hundred miles
  19. JFP in PA
    P0150 is the code for the O2 sensor ahead of the main cat on bank #2 indicating shorted wiring harness. P1128 indicates a mixture issue on Bank #1. I would look to find the issue causing P0150 first, then clear the codes and see if the second one comes back.
  20. JFP in PA
    Welcome to RennTech ANY M96/97 engine built, or factory rebuilt, after 2005 and until the 9A1 engine was introduced (eliminating the intermediate shaft) carries the oversized non serviceable IMS bearing, period. No exceptions. Any from 2005 requires a visual inspection of the IMS to determine which bearing is in it, as it can go either way. No VIN, build date, or other data is remotely useful in determining which bearing it is; you have to pull it apart and look.
  21. JFP in PA
    So much for the accuracy of AI generated results...........................👎
  22. JFP in PA
    No, not all O2 sensors are necessarily the same; some have different length harness connected to them, others different connector plugs (rectangle vs. oval). Both codes are ones you have gotten previously, P1119 is often a harness or electrical issue; diagnostics involve checking the heater resistance (ohmmeter between pins 1 & 2 should read 1.8 - 2.5 ohm) and pin 1 to the sensor housing should read infinite ohms. If that is good, the next step is to chase the harness back to the DME for continuity or shorts.
  23. JFP in PA
    Welcome to RennTech Start by posting your request in the correct part of the forum: " Lost Radio Code - post your request here"
  24. JFP in PA
    The IM Readiness sensors have not yet reset in the DME, and yes, you will probably fail emissions until they do reset. You need to put some miles on the car to get everything to reset after repairs and code clearing, that is a trap the EPA built into the OBD II system to prevent people from clearing codes just before going for the emissions test.
  25. JFP in PA
    That digital manometer is a $40 item on Amazon 😉
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