Richard Hamilton

UK Porsche dealers still offer the M030 kit for the 986 and 996. There was a bit of a supply shortage late last year, but I think they are readily available now. The kit is very much cheaper than the sum of its parts. Here is another source: http://type911shop.co.uk/epages/de867ca1-377e-432e-84fd-bdccf2206766.sf/en_GB/?ObjectPath=/Shops/de867ca1-377e-432e-84fd-bdccf2206766/Products/5527

The oil pressure sensor on the 996 Turbo is on the top of the engine - right behind the oil filter. Not easy to access, but possible.

Try removing the navigation disk, just in case it is having trouble reading it, causing the re-boot.

I posted a drain table here which might be of use:

I don't really understand what you mean by "I can't send a cruise control command to light up the green light". Can you read the instrument cluster input signals for the cruise control stalk? How about the input signals for the brake and clutch switches in the DME?

Loren is correct. You need to code the instrument cluster for 'with cruise control'.

I would think that it recognises the key, and displays the key number in the dash, when you unlock it with the remote. (It would need to do that if you had seat memory, etc.) That being the case, it might be that the system isn't reading the transponder pills in the key head. That said, it sounds like RFM knows something more in-depth, and maybe I'm barking up the wrong tree.

That is a pretty good thread resurrection. PM Sent.

There shouldn't be any problem updating your amp. The warning triangle might be caused by a fault, but I have seen lots of occasions where there are warning triangles and there are no operational problems with the system. Sometimes they clear after updates, and sometimes by clearing the fault memory with a PIWIS.

Generally, if you buy the map disks from a dealer they remove the update CDs which are supplied with it. When I had my PCM2.1 I ordered the new map from an independent specialist, and it came in a sealed box with the update CDs included.

It is only on early Model Year 2005 987 and 997 cars which had problems updating Bose amplifiers. If the Amplifier software version is 0017500 or above, they are OK to update. Prior to that, there were 3 versions of the amp, and 2 of the 3 are bricked if you try to update them. You can get round this by modifying the update CD to remove the amp update. The Bose amps in Cayennes do not suffer from this problem, and can be safely updated.

I sent you a PM.

The KTS550 can be used as an interface with the PIWIS1 software, but it isn't compatible with PST2. The PIWIS1 was based on the Bosch KTS650 (tablet) which had the interface built in. Clone PIWIS1 software on a laptop needs a KTS520 or KTS550 as an external interface.

What is the exact model and year of the car? (Just to know if it is mechanical throttle or eGas). If it is eGas, I think you should get it hooked up to a Porsche tester. It may possibly have lost its coding when the battery was changed. Also, you will be able to test the stalk and switch input signals. For example, the brake light switch has two sets of contacts (one normally open, and one normally closed) so although the brake lights might work, the cruise may not. The mechanical throttle cruse control is completely different, and there are no diagnostics available with a Porsche tester.

Yes, a bad c/c bulb in the instrument cluster will stop it working.

Sorry - CU is Control Unit. (ME is Motor Electronics). And the symbol is a plug connection (Plug X2/3) pin 6.

The plug/socket connection I refer to is plug number X2/3 in your diagram at the bottom. On my wiring diagrams, it shows as a 30 pin plug (not 21 as I guessed before). However, on second thought, if that connection was broken the car probably wouldn't start, as I believe it uses the W line to transmit the security code from alarm to DME.

If I remember correctly, the diagnostic line for the DME runs from the OBD2 port to the Alarm Module, and from there to the DME behind the rear seats. If you can connect to the Alarm, then there might be a break in the wire to the DME. Between the Alarm Module and DME is a plug connection under the carpets in the rear footwell. (21 pin, I think). It might be worth checking that for corrosion, as I have seen it happen once before.

I had a TR6 once - about my 10th car, which dates me even more! Yes, I absolutely agree that these days, dedicated diagnostic software is essential for any DIY-er. Durametric is a great bit of kit, and I can never understand why someone will pay tens of thousands of dollars/pounds/euros on a Porsche, and then scrimp by buying a cheap diagnostic tool. Having said that, I believe Jay's scanner is Porsche specific.

It is similar for the MB gearbox: The transmission must not be in the reduced driving program. The ATF temperature must be between 30 °C and 40 °C. An ATF inspection at an insufficient ATF temperature causes over-filling and an inspection at an excessive ATF temperature causes insufficient filling. Selector lever in position "P" and engine idling. The air-conditioning system and the heater must be switched off. The vehicle must stand horizontally. 1. Place oil collection pan under the transmission. 2. Connect the Porsche System Tester 2 and call up the ATF temperature. The ATF temperature must not be higher than 40 °C at the start of the test. 3. Move selector lever to position "P" and allow engine to idle. 4. Unscrew control screw -B- [Level Plug]. If ATF escapes from the control bore and if the ATF temperature is 30 °C to 40 °C, the ATF level is Ok. If there is enough ATF fluid in the transmission, then continue with step 10. The control screw must be closed no later than when an ATF temperature of 45 °C is reached. 5. If no ATF escapes from the control bore even though approx. 40 °C has been reached, the ATF must be topped up. To undo and tighten the cap nut for the charging valve, counter with an open-ended wrench. 6. Screw off cap nut for the charging valve. [Fill Plug] 7. Screw special tool 9507/1 onto the charging valve and top up ATF via the charging valve until excess ATF emerges at the control bore. 8. Replace sealing ring for cap nut. 9. Screw on cap nut for charging valve. Tightening torque: 40 Nm (30 ftlb.) 10. Screw in ATF control screw with a new sealing ring. Tightening torque: 22 Nm (16 ftlb.)

I didn't receive a PM, but I hope mine gets through to you.

I think you are referring to the PST2 system error codes (Fehlercodes), but AFAIK there is no listing for them.

All facelift 996s and all 996 Turbos had a variant of the MB 722.6 transmission. (They also made MY2005 996s of some models, by the way). The DME code P0715 says is that the Tiptronic is in limp mode. Ideally you should connect it to a Porsche specific tester which will read out the Tiptronic Control Unit fault codes, to see if there are others, and start from there. If you are anywhere near me (Maidenhead, Berkshire) I would be happy to plug my tester in for you. However, I have a diagnostic sheet covering P0715, and I would be happy to pass it on to you if you PM me your email address.

Drop me a PM if you would like a copy of the PST2 cable wiring.

There are 3 iterations of the PIWIS Tester, and it isn't surprising to me that there are bugs in the latest PIWIS3, which was released a few months ago. I remember cases of 9x6 instrument clusters being bricked when trying to re-code them when PIWIS2 first came out. The PIWIS1 had a "time bomb" introduced with one of its last software updates, which caused it to stop working after a certain date. They don't seem to have done that with PIWIS2 (yet). I would certainly ask for the original parts to be refitted. Why do you need new ones if the fault is with their PIWIS3 tester?