Richard Hamilton

M1 0W-40 is still freely available over here, and used by all OPC's. Personally, I run 5W-40. The cheapest I have seen M1 here in the UK was at Costco at 6.00GBP/litre - that's over $11.00!!!

Loren I understand perfectly, and apologise for not consulting you first. I should have thought more carefully before suggesting it. I appreciate the marvellous job you do here, and would not wish to jeopardise your position in any way. :oops: Richard

In response to a PM on this subject: The 996 manual I bought (on eBay) is a 2-CD set made by Lexcom in Germany for Porsche. It contains a menu system that loads when you put the CD in the drive, and an indexing system when Acrobat reader starts. The workshopmanuals CD has the same pdf files, but is missing the index system. I think they fooled around with the index when they introduced their banner on the manual pages, and it screwed things up. Judging by the fact that their web site shows it as 618Mb, I assume that they supply it on ONE CD, which could be the root of the indexing problem. They must have stripped out some of the non-essentials, because my CD1 is 712Mb and CD2 is 237Mb. My reason for saying the files are the same on my CD as the workshopmanuals CD is that the pages that Loren shows (above) have the same faults. That was the problem I had with the Boxster manual I bought from them. I managed to modify the index files from the 996 CD's and put them on the Boxster CD to get the menu system and indexing. It would be possible to re-create the 2-CD set with menu and index. You would need to separate the correct pdf files to two directories on your hard disk, add sub-directories to these containing the missing files (about 3Mb for each disk) and burn two new CD's. If there is enough interest, I would be happy to supply the instructions and files to Loren to host on this board if he thinks it is a good idea, although copyright may be an issue. I don't know how renntech would stand on this, because workshopmanuals have probably breached copyright by supplying them in the first place.

If it is the same as the 996, the output voltages from the O2 sensors should be between 0.04 and 0.79 volts. DME_Setpoints.pdf

The PST2 displays the Porsche fault codes in the fault memory. When you open the individual fault code in the program it displays the OBDII code and a lot of other detail - number of occurrences, check procedure, etc.

Thanks Loren, but I have a notebook system tester ;) I am looking for a handheld device for quick tests on the 996 and other cars. Is the Davis system hand-held? Edit: Just found their web site. Interesting device, but not what I am looking for.

I have been looking for a handheld code code reader, and was tempted by the Equus 3100, until I found the Actron Autoscanner which displays live engine data as well. I know it is twice the price, but if it does what it says I think it would be worth the extra. Anybody have one who can comment? Can you read MAF airflows and voltages, oxygen sensors, etc?

I bought a CD set on eBay made by Lexcom (the German company that make the PET). As Loren says, it isn't up-to-date, but it works for me as a starting point to use combined with the TSB's here. The pages have obviously been automatically scanned, and there are pages that are blurry. It can never be as good as a printed manual, but I find it useable. I bought a Boxster manual from www.workshopmanuals.co.uk and also had the "missing index" problem. I fixed that by using some files (which I modified) from the Lexcom CD's and it works perfectly.

Thx Richard. I'll check that out...how do you get to it without taking off the s/room? Jim <{POST_SNAPBACK}> If you take off the seatbelt mounting and slider, take off the slider/post cover, unclip the plastic cover at the top, you will see a torx screw holding the roof bracket. (That's from memory - it's late at night here!) And the small rubber pieces under the rear windows? - I changed mine for the longer ones shown in the TSB - shame on you for not looking there first! :rolleyes:

15000 miles is a long time between changes. UK service schedule is an oil change at 12000 mile intervals, but I change mine at 6000. I have never added any oil between changes, and the car has done 64000 now. I use 5W-40.

Hi Jim I had a creaking sound from this area which I tracked down to the sunroof mounting point, directly above the seat belt slider. The torx bolt had loosened off, causing movement between the frame and roof.

See also: http://ws.porsche.com/cayman/pcgb.asp?

Try this: http://ws.porsche.com/cayman/pcgb.asp? Personally, I think it looks great.

There are a lot of TSB's about dashboard noises - I would have thought that was the best place to start.

Jim I got this when I did the OBC retrofit. Turns out I had inadvertantly pulled the plug from the back of the interval control. The lead on mine was a bit short, and it was a fiddle to get it back on with the plug in place. Might be worth checking.

Sorry, I was just being flippant.

Now that's what I call black! Very "stealth". Did you paint the wheels? Looks like you need black wheel centres and bonnet badge and it's complete.

There seems to be 4 factors which affect the spec on Canadian instrument clusters on the PET (see attached). It depends on manual (M480), tiptronic (M249), C2 (M338) or C4 (M339). From the attached you may be able to identify the ones you have got, and determine what you need. I suspect that you will end up at your dealer, and they may be able to re-code the original cluster. I think there is some region-specific coding in the cluster and you will probably be getting conflicts between the DME (and other control units) and the cluster, which houses the OBC, etc. Coding is done with the Porsche System Tester 2 (PST2) or the Porsche Integrated Workshop Information System (PIWIS). You would need to have very deep pockets to buy one. instrument_cluster.pdf

I have attached the pages from the PET showing the aerokit for 98-01 models. There is a TSB (03/00) on the TSB pages which has fitting instructions. HTH. BTW, you need to contribute to see the TSB's. aerokit.pdf

Wow! Looks like my calculations were accurate.

If my math is correct, and I haven't over-simplified it: 265 is the tire width in mm, and 35 is the section as a percentage of the width. Therefore the height of a 265/35 tire is 265*0.35=92.75mm For a 285/30 it will be 285*0.3=85.5mm 18 inches is 18*25.4mm=457.2mm Diameter of 265/35 is 457.2+(2*92.75)=642.7mm Diameter of 285/30 is 457.2+(2*85.5)=628.2mm Difference=14.5mm or about 2%

PTEC 1) I have read through this thread again, and I don't think mumeh has checked his fuel pressure. I checked mine. 2) I did do the math. The spec is 17kg/hr +/- 2,5, which means his his reading of 19.224 is below the top limit of 19.5, therefore within spec. Thanks for the location of the valve - I'll give it a try over the weekend. I too am very sceptical about this valve being the problem. It's a bit confusing because according to the diagram there are two purge valves. If the one in the engine compartment is just a one-way valve then surely it can't be operated by the DME? I guess I'll find out when I reach it. My problem isn't as serious as mumeh's as I just get the error codes, not the CEL. However, it's probably only a matter of time. I apologise for hijacking his thread, but we have the same goal. Like him, I am just trying to eliminate the easy-to-fix items before I get into buying expensive sensors and injectors. I appreciate all the advice you guys are giving. It has given me a much better understanding of what is going on.

Not according to the diagram in Loren's post (on page one of this thread). The EVAP canister purge valve (item 1 on the diagram) shows as being connected to the inlet manifold. The EVAP canister itself is in the front fender, behind the fuel filler neck, but it looks like there are tubes running to the back of the car, where the EVAP canister purge valve is located. The "Operating purge valve" is by the filler neck, but I guess this must be different.

1999Porsche911 - I hope I haven't offended you, as you clearly know a lot more about this than I do. I'm just saying that the MAF readings and idle are within specified limits. Are you saying it is SO critical, that it may be triggering the CEL when the MAF reading becomes close to the limit? You see, mine shows the P1123&5 codes, but does not trigger the CEL. Like mumeh's, it started with an 1123 code, and then developed into both codes. I have attached the DME setpoints from my manual. It shows idle speed as 680rpm - maybe UK spec is different, in which case I should keep quiet. I have also come to the conclusion that nobody knows where the EVAPCPV is :( I'm just being lazy really, trying to avoid stripping out a lot of bits I don't need to, and then finding out that it isn't serviceable. I find it strange that the manual gives this as an area to check - isn't it the kind of thing that would cause an air leak, making the mixture lean? Or maybe it is drawing fuel fumes from the tank, having an enrichment effect? DME_Setpoints.pdf

Sorry. mumeh, I am butting in again, but I have the same interest in this problem as you. PTEC and 1999Porsche911: According to Loren, and the Workshop Manual: 27 Oxygen sensing, area 1 Cylinders (1 - 3), P1123 (Short to ground below lower limit/lean mixture threshold) - MIL is on, emission relevant fault 35 Oxygen sensing, area 1 Cylinders (4 - 6), P1125 (Short to ground below lower limit/lean mixture threshold) - MIL is on, emission relevant fault Possible trouble areas: - Fuel pressure too high. - Fuel injector leaking. - EVAP canister purge valve open. Why haven't you recommended checking the fuel pressure? Cheap, but not easy if you don't have the right equipment. mumeh - your MAF readings are within the specification of the diagnosis section of the manual. Idle is on the top limit (680 +/- 20). If you find out where the EVAP C-P-V is, what it looks like, and if it is servicable, let me know.