wross996TT

Are you testing it with the central locking system activated?

So it sounds like when the fuel level gets low, the sensor may be hanging up on something. Suggestion would be to pull the sensor out and have a look. No fun....

Not sure I understand your question, could you perhaps give us the actual code? Here is some FFT. The tank for the 996TT has a hump in it. The fuel level sensor is in the "upper" hump. The total fuel you have remaining is therefore an estimate. I would fill the tank and clear the codes and see if the code returns.

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 the battery is connected. With the DME ME 7.8, it is necessary to carry out a learning and adaptation routine as described below: 1. Switch the ignition on for 1minute without starting the engine. Do not actuate accelerator pedal. 2. Switch off ignition for at least 10 seconds. The limit positions of the power windows are deleted from the control module when the battery is disconnected and connected. Manually close each power window as far as it will go, then press the rocker switch for closing the window again. The limit position of the respective power window is now stored in the control module again. In the case of vehicles with PCM, the date and time are deleted when the battery is disconnected! The time is deleted when the power supply is disconnected. Enter the current time again. (Or see below) If the power supply is interrupted by a discharged or disconnected battery with the tank containing less than 19 l, the calculated value for the range on remaining fuel in the instrument cluster will be incorrect or deleted. If the tank contains less than 19 l, it is possible that the fuel level warning light is no longer activated. If the power supply is restored with the fuel level at less than 19l, it is possible that the fuel level display may subsequently display an incorrect value. Fill the tank; then the fuel level sensor is in operating range and its display precision is guaranteed The PCM reverts to the Code input function when the battery is disconnected and is thus no longer ready for operation. When the power supply is disconnected, the built−in GPS receiver loses the so−called almanac containing the satellite orbital paths. The date and time are deleted when the battery is disconnected. Radio stations stored by the customer are no longer displayed. If the telephone card was inserted and the telephone was ready for operation, the telephone is subsequently disabled. 1. Input the PCM code. If the code card is unavailable, the PCM code can also be read from the DME control module (under "Vehicle data"). 2. It is also possible to gain this code from the Porsche IPAS. 3. Switch on the PCM with a free panoramic view for approx. 20 minutes (to load GPS almanac). 4. 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. 5. The stored stations are displayed again when station buttons 1 to 6 are pressed. 6. The telephone is enabled again when the telephone PIN code is entered with the SIM telephone card inserted

Model and MY?

.9 +/- .1

AFAIK, CDR23 is MOST as you say so you would need to add something like the Gateway500 (Dension) to add iPod. To use the iPhone (for calls etc., your car must be fitted with the phone buttons for the gateway solution to work.

.7 +/- .1 is normal for a non-X50/S model. Spikes (short duration boost readings) are also not unusual.

a "generic" PIWIS tester costs a bunch of $$$$$. (No such thing as generic...LOL). Still suspect a boost leak, waste gate problem or plugs/coilpacks.

Was the shop you took it to a dealer? If so that is the usual Porsche tax. This is why you need a good indy. I have never heard of an actuator counter nor the need to reset it. I do have the entire repair manual and training manual and have found nothing about this? If you would like I can email you the training manual for the soft top (7mb file).

try resetting the fob....place the battery in reverse polarity for 10-15 seconds, then install it properly.

Make sure the clutch is fully depressed....or perhaps the clutch switch is broken.

I had a very small leak while the car was still under factory warranty. They replaced the entire front diff. Porsche said it was too costly to replace the seal....

you say it is almost invisible but you don't like the line? To me all these protective coatings create additional orange peel effect and detract from the naked paint finish.

Not an assumption, an assertion. I had to read it multiple times...LOL

wonder why few people ever RTFM.

make sure you depress the clutch pedal all the way....so as to activate the clutch switch.

It requires a strange twist...easy once you know the twist, difficult if you don't

Porsche cars are very sensitive to battery issues. Quite possible you will get (what appears to be) random codes as a result of a failed battery. Glad you got it sorted.

P1702 Tiptronic (Supply voltage of valves) Diagnostic conditions • Ignition on Possible cause of fault ♦ The Tiptronic control unit has detected a malfunction. ♦ The fault is diagnosed in the Tiptronic control unit. OBDII relevant fault codes are sent to the DME control module via the CAN drive. In the process the Tiptronic fault codes are converted to P-code! ♦ Fault management and any activation of the Check Engine lamp is done by the DME control module!

wouldn't a PIWIS diagnostic tool help a bit to isolate the issues? Trouble shooting electrical issues is a major PIA.

No worries. You are correct, I am at the limit of the stock fuel delivery system. Bumping up the pressure is as far as I could go without doing rails, injectors etc. Quite honestly the limits of my current configuration are fuel delivery...but I am quite happy here...any more and I would have to consider multiple internal mods.

JFP...can you say ~650HP... The only part of the fuel system to fail is the rubber U-shaped hose...it has been designed out by Porsche, so I'm guessing I'm not the only one with issues. In any case we have modified the hose length and installed a high pressure fuel submersible hose....should do the trick.

Loren, those pressures are for the stock FPR (3.8). Since my system is modified, I am running the 5 bar FPR...don't know the spec or expected actual peak pressure (other than 5 bar = ~73.5 psi), but the tech did some runs and saw pressures to 85psi...I am wondering if the FPR is faulty or if this is normal.

So I have blown three hoses internal to the fuel pump. I have a 5bar FPR installed. Does anyone know (or have thoughts) how much pressure a 5 bar FPR should allow? Is the 5 bar maximum/average or what? TIA!