Jump to content

Welcome to RennTech.org Community, Guest

There are many great features available to you once you register at RennTech.org
You are free to view posts here, but you must log in to reply to existing posts, or to start your own new topic. Like most online communities, there are costs involved to maintain a site like this - so we encourage our members to donate. All donations go to the costs operating and maintaining this site. We prefer that guests take part in our community and we offer a lot in return to those willing to join our corner of the Porsche world. This site is 99 percent member supported (less than 1 percent comes from advertising) - so please consider an annual donation to keep this site running.

Here are some of the features available - once you register at RennTech.org

  • View Classified Ads
  • DIY Tutorials
  • Porsche TSB Listings (limited)
  • VIN Decoder
  • Special Offers
  • OBD II P-Codes
  • Paint Codes
  • Registry
  • Videos System
  • View Reviews
  • and get rid of this welcome message

It takes just a few minutes to register, and it's FREE

Contributing Members also get these additional benefits:
(you become a Contributing Member by donating money to the operation of this site)

  • No ads - advertisements are removed
  • Access the Contributors Only Forum
  • Contributing Members Only Downloads
  • Send attachments with PMs
  • All image/file storage limits are substantially increased for all Contributing Members
  • Option Codes Lookup
  • VIN Option Lookups (limited)

Richard Hamilton

Contributing Members
 View Profile  See their activity

  • Posts

    1,830

  • Joined

  • Last visited

  • Days Won

    13

 Content Type 

Everything posted by Richard Hamilton

  1. Richard Hamilton
    I think you'll find the contacts are easy to see. I changed the indicator/main beam stalk on mine last week (again - long story) and the contacts are exposed, and easy to get to. The contacts do tend to suffer, as there is no relay, and they take the full load. Slightly off topic, I ended up with new stalks on both sides. The main beam one is worse still, as those contacts take the full load of the headlights. I fitted one of the J West relay kits to preserve the life, and it does improve the lights too.
  2. Richard Hamilton
    Is the noise coming from the passenger side dash vent? That's where the interior temperature sensor is located, and there is a small fan which blows air over it. A diagnostic check should show up any faults in the control system.
  3. Richard Hamilton
    You don't give a model or year, which would help, but here is the diagnostic socket wiring for DME5.2.2. Likely one of the orange/blue wires has become disconnected somewhere. Edit: No - you shouldn't join the K lines.
  4. Richard Hamilton
    If you are trying to get it going without the need for programming, it isn't just a key set you would need. You would need a matching key set, alarm control module and DME. You would be better to order a new key from the dealer, who will order it against your specific VIN. This will get the correct key blade for the car. Then they would have to program the alarm module to recognise the immobiliser pill and radio remote in the new key. I am sure it would work out a whole lot cheaper than fitting a load of second hand bits. As for the mechanicals, it sounds like you have a good plan. Fix any visible damage, clean it up to remove the sand, a major service and thorough check-over.
  5. Richard Hamilton
    The one on the left of your photo is for valve timing, and the one on the right is for valve lift. You don't need to take any special precautions when removing them. When fitting the timing solenoid, make sure the groove in the valve locates in the dowel pin on the head. The valve lift solenoid has a spring on the end, so you need to make sure it comes out with the solenoid, and fish it out if it gets left behind. When replacing, it deosn't have a location pin, so make sure it is orientated so that the plug connector is the right way up.
  6. Richard Hamilton
    I think it looks great. The only thing I don't like are the new 'corporate' badges on the rear. De-badging would be the first option box I would tick, should I be lucky enough to be in that position. Natural evolution:
  7. Richard Hamilton
    On the Turbo, the reversing light switch is on the base of the selector. It is part of the multi-function switch, and can't be changed separately. As far as I know, there is no relay.
  8. Richard Hamilton
    There are 5 separate switches inside the door lock assembly, and Porsche only sell the complete lock. The switches are like the broken one in the photo, and that was an open/close switch IIRC. If you are going to try a repair, all I can say is that you will have to improvise, I'm afraid. I don't know of a write-up, but if you are successful, get your camera out, and post some pics!
  9. Richard Hamilton
    Check that the spark plugs are tight. They make a chirping noise if one comes loose. Do a seach here for 'chirp' or 'chirping' and you will fing a video of the sound. Here it is:
  10. Richard Hamilton
    Take a look here:
  11. Richard Hamilton
    I guess it must do, if they installed the fuel map on yours, but the documentation doesn't say so. X51 maps aren't listed for DME5.2.2 (non-eGas) either. I think it must be an oversight in the manual.
  12. Richard Hamilton
    They came from POSES.
  13. Richard Hamilton
    You would need the DME programming code to change the fuel map. I did it on my Turbo, and you have to enter the code to access that part of the PIWIS program. I did check on-line at PIWIS TSI, and it still shows the same fuel map list for DME7.2. I was surprised that it wasn't listed, as neither the X51 kit for 3.4's or 3.6's contains a replacement DME. The instructions I have for the 3.6 X51 kit show flashing the fuel map with PIWIS, and I would have thought it would be the same for 3.4's.
  14. Richard Hamilton
    Jumped the gun again.... My bad. The X51 map is on the PIWIS for DME7.8, but I can't see it listed for DME7.2.
  15. Richard Hamilton
    All the fuel maps are stored on the PIWIS/PST2. You just select the map you want to program the DME with.
  16. Richard Hamilton
    Check the load ratings on the Falkens. The ones on offer this side of the pond are a much lower load rating than th P-approved tyres. I use Yokohama Advan Sport V103's on mine, and am very pleased with them. I have done around 8000 miles on them, and they still have 5mm of tread left. I got through 2 pairs of Contis on the rear in the same distance.
  17. Richard Hamilton
    A double-beep from the alarm horn means there is a system fault. If it were an open compartment it would be a single-beep. I think investigating the alarm fault should be your priority, and agree with Loren that a check with a Porsche tester should show what's going on. It will save a lot of trial and error.
  18. Richard Hamilton
    I assume it is a '99 C2 (mechanical throttle). The throttle position sensor is held onto the side of the throttle body with 2 screws. As far as I know there isn't any special procedure or setup. Are you sure you didn't disturb one of the ABS sensors when you disconnected the brake wear sensors? The plugs are next to each other. Front: Rear:
  19. Richard Hamilton
    The snag with that is that you would need the IPAS programming codes (or at least the VIN and a friendly dealer) of the donor car in order to be able to reprogram it with the immobiliser code and fuel map using a PIWIS tester. If the dealer can access both the immobiliser and DME, and have entered the immo code in the immobiliser, then they should be able to enter the same code into the DME. I'm very surprised they can't figure it out, i.e. why the DME isn't communicating with the immobiliser.
  20. Richard Hamilton
    Sorry. I misunderstood your post (#32) when you said they still can not talk to the DME. Ignore what I said.
  21. Richard Hamilton
    I don't see how they could possibly charge you if it didn't fix the problem. Can they connect to the DME with the PIWIS? Reason I ask is that someone I know had a similar problem with a 996 a couple of months ago. We tracked it down to a bad connection on the K-line which connects the alarm module to the DME. There is a plug and socket in the left hand rear footwell (RHD car), and one of the pins wasn't making a proper connection in the socket. We could read the alarm module with the PIWIS, but not the DME. It uses this connection for the immobiliser.
  22. Richard Hamilton
    The alarm control unit can only be programmed with an immobilser code once. It cannot be changed with a Porsche tester. The DME could be reprogrammed with the immobiliser code from the donor car. However, you may have a problem programming your original keys to the donor alarm module. Best bet would be to bite the bullet, and get a new alarm module. They should be able to read out the key data from the old unit, and program it into the new one.
  23. Richard Hamilton
    My brother had a very similar thing with his Cayenne Turbo. In his case, it was well worn front tyres, and nearly new rear ones. New tyres fixed it.
  24. Richard Hamilton
    It might just be a bad connection to the solenoid coil, or the coil itself. (ie you may not need the complete valve). You should also check the cables to the solenoid, as I have heard of a couple of cases where they have chafed through. The coil can be changed relatively easily from the outside (if you know what you are doing) but the valve is under the cam covers, so more tricky. I'm surprised your indy hasn't told you all this.
  25. Richard Hamilton
    It isn't listed on the PET. If it is correct, get a part number and post it here - a lot of people would be interested.
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.