Richard Hamilton

There is an iPhone app if that's any use: https://itunes.apple.com/us/app/id578575559?mt=8

Being a 2004, yours will have PCM2.0, and the latest Porsche map disks for Europe are 08.2012. I don't know if other manufacturers disks will run, but I doubt it.

I got mine from Reading, but I ordered them via my Independent. I'll PM you some details.

The latest map set for PCM2.0 for the Europe is 08.2012. There are 9 disks in the set, and are a whisker over £300+vat. If the operating software is 3.0, they will be plug-and-play. The dealer doesn't have his facts right.

The kinematic viscosity of Mobil 1 0W-40 reduces by over 5 times between 40degreesC and 100degreesC. I'm no tribologist, but it wouldn't surprise me if the flow through a fixed orifice went from 400ml to 1000ml per minute. I think the direct feed is probably a good idea, but it seems to me that the theory is empirical rather than scientific. I don't know the oil pump flow, but a litre per minute sounds like a lot to me. But then again, The Ark was an amateur, and professionals built the Titanic. ;o) Ref: http://www.mobil.com/USA-English/Lubes/PDS/GLXXENPVLMOMobil_1_0W-40.aspx

There could easily be that variation depending on the oil temperature.

I agree with Maurice. Most likely the window regulator from your description.

The Opel maps that work on PCM1-16bit don't cover Greece, I'm afraid.

You have to first delete the unwanted (lost or faulty) key from the register, and then you can use that register again for a new key. This is the process outlined in POSES: When I got my Turbo there were 4 keys programmed, but only two came with the car. I deleted the two missing keys without any problem, and added a new one when one of the originals failed.

On a 986/996 there are four key registers. With a PST2 or PIWIS you can delete registered keys, so there is no need to replace the control module. You just delete the key from a register, and add a new one.

I have not known of a Cayenne amp being bricked by the updates - only 987/997's. If your PCM2.1 PCM software version was 1.0 when you started, then there is a possibility you should have installed the Level A update prior to the Level B update. Having said that, it seems it has accepted the Level B update OK. The Level C update does nothing to the amplifier software, so you have no need to worry.

There is a fuse on the alarm unit itself:

It was around 30.00 GBP, but I expect it might be cheaper in the US. Part number 000.043.400.14

There is a TSB about this. On the Gen1 997s, it is very easy to activate the key buttons accidentally. The TSB says to increase the triggering time required, but as RFM says, the only effective way is to deactivate the feature (far from ideal). Porsche can supply a "repair kit" for the key, which has redesigned buttons to help stop accidental operation. I bought a kit for mine, and although expensive, it fixed the problem completely. Try keeping the keys out of your pocket or bags, to make sure the buttons don't get pressed. It might prove a point.

Terminal 86S is an ignition-switched 12v+ feed, and Terminal 31 is earth, but like Loren says, be careful.

Yes - it is definitely non-MOST. The CD changer won't work, unless you find an aftermarket head unit that is compatible with the Porsche CDC-3 (unlikely). The amplifier will be OK, but you will need an adapter cable from somewhere like Halfords. (Depending on which amp you have). The Nav antenna might work, but it is simple enough to replace the factory one with the one supplied with an aftermarket head unit. It can be located in the same place (under the cover in the centre of the dash).

Check fuse B7. Then check the brake and clutch switches. Ideally, you need a Porsche tester of some sort (Durametric, PST2, PIWIS) so you can check the switch signals. There are two sets of contacts in the switches, and although the brake lights might work, the other set of contacts (used for cruise) may not.

Extracted from the workshop manual, I thought this might be useful: Effect of disconnection or total discharge of battery on electrical systems in the vehicle and the precautions to be taken. (MY2005-on) Control unit memories Values and faults stored in the control units can be deleted if the battery is disconnected or completely discharged. If possible, all fault memories should be checked and, if necessary, printed out before the battery is disconnected. Supply voltage fault entry The entry "supply voltage" may be stored in various control units if the battery has been completely discharged. Delete the "supply voltage" entry from the control units in question. Ready status In some countries (presently the U.S.A. and Canada), after disconnecting the battery, it is necessary to reach the Ready status by a test drive and/or by using the Porsche System Tester DME control module menu). If in doubt about this, contact the relevant importer. DME control module With all DME systems, the engine must run for several minutes before the engine control module can relearn the idle speed and mixture adaptation values! After disconnection of the power supply, the idle speed might change or fluctuate briefly until the throttle valve adjusting unit has been readapted. The mixture adaptation is also lost. After the battery is connected: With the DME, it is necessary to carry out a learning and adaptation routine as described below: Switch ignition on for 30 seconds without starting the engine. Do not actuate accelerator pedal. This completes the adaptation of the throttle valve adjusting unit. Tyre pressure monitoring system When the battery is disconnected and connected, the tyre pressure is first displayed as "- - - ". Once the battery has been disconnected and work is complete, the vehicle must be driven for a short distance.The actual pressures will then be displayed again. Steering angle sensor (PSM) The steering angle sensor must be re-initialised when the battery is disconnected and connected. Turn wheels to straight-ahead position. Switch ignition off and then on again twice. Start engine. From the straight-ahead position, turn steering wheel approx. 20° to the right, past the straight-ahead position. Drive the vehicle straight ahead for at least one second at a speed above 4 km/h (2.5 mph). The steering angle sensor segment is recognised again in this process. Once the sensor has been successfully initialised, the fault code that is stored in the fault memory is documented using the fault deletion counter. The fault memory erases itself automatically. The PSM indicator light in the instrument cluster goes out. Power windows The end positions of the power windows are deleted from the control unit when the battery is disconnected and connected. Perform the following procedure for all power windows: Actuate rocker switch and fully close window once. Actuate rocker switch once more to close. The upper end position of the window is stored. Actuate rocker switch and fully open window once. Actuate rocker switch once more to open. The lower end position of the window is stored. Instrument cluster Clock The time is deleted when the power supply is disconnected. Press clock control button approx. 1 second on instrument cluster. Hour display flashes. Press clock control button in the corresponding direction. Hours can be adjusted. Press the clock control button again, the minute display flashes and can be adjusted by turning the clock control button. Trip odometer The trip counter is set to 0 when the power supply is disconnected. Airbag control module If the battery is disconnected for less than 100 seconds when the ignition is switched on, a CAN time fault, which makes diagnosis of the airbag control unit impossible, may be stored in the airbag control unit. The fault is erased by removing the ignition key. On-board computer Disconnection of the vehicle battery deletes the memories for average speed and average consumption. As a result, the displayed range on remaining fuel can be markedly different or even 0. The outside temperature display loses its memory effect. In other words, the indicated outside temperature can be too high due to the heat radiated when the vehicle is hot. PCM When the power supply is disconnected, the built-in GPS receiver loses the so-called almanac containing the satellite orbital paths. Switch on PCM when there is a free panoramic view (load GPS almanac); the almanac is reloaded as soon as four satellites have been identifed. The date and time are deleted when the battery is disconnected. The summer-/wintertime recognition feature is maintained. The time is lost and is updated again when there is a plausible GPS reception (four satellites). The date and time are also adopted once the GPS almanac has been loaded; it may be necessary to change over to summer time (daylight-saving time). This time is transferred to the instrument cluster. If the time is then manually changed by means of the instrument cluster, this time is adopted by the PCM and synchronised with GPS time. If the telephone card had been inserted and the telephone was ready for operation, the telephone is subsequently disabled (only if "Use last PIN" is deactivated). The telephone is enabled again when the telephone PIN code is entered with the SIM telephone card inserted. Test drive after disconnecting battery Depending on the vehicle equipment fitted, all these work steps are carried out during the test drive. Read out the fault memories of all control units after the test drive. If there is a fault present, check to see if the fault was caused by an undervoltage. If faults were caused by an undervoltage (or CAN timeout error), erase the fault memory, perform another test drive and read out the fault memory. If faults were not caused by an undervoltage, correct the faults in accordance with GFF (Guided Fault Finding).

I hope for every Porsche owners sake that this is not the case. I am getting a Durametric soon, was kind of torn between hoping to find a used pro version on ebay vs buying a new enthusiast from durametric. Thanks for your input. Sorry, I didn't make myself clear. I think that bypassing the Start-lock relay will stop the DME immobiliser release terminal from inhibiting the starter motor. (I think that is what RFM was suggesting). Therefore, I think it sounds like a bad relay, or the DME is not giving the startlock relay a signal. A diagnostic check should show any faults in the DME

It is the plug which covers the hole where you insert the headlight removal tool.

I think that bridging the start lock relay will effectively bypass the immobiliser. I agree with RFM that a diagnostic check is the place to start.

Is Redline ATF compatible? You have to be careful mixing ATF, as when you drain the system, only about 50% actually comes out. You also have to be very careful filling it, as you should plug in a Porsche tester to monitor the fluid temperature.

Maybe disconnecting the grey/pink speed signal wire from the spoiler relay might work? If it does, you could operate it manually from the switch, and you would still get the warning light if you forget when you go above 70mph. You could also put a spoiler switch on the dash to make it easier to operate.

You have PM, Steve.

Yes, it is the mounting for a Porsche telephone hand set.