993 Technical Session recap, you should have been...
11-20-2004, 11:21 PM
#1
Rennlist Member
Thread Starter
993 Technical Session recap, you should have been...
there at the 993 Technical Session at Callas Rennsport in Torrance, CA this past Saturday, the 20th. Some of us also received a PCA Grand Prix, LA region mailing and some of us a POC e-mail notice. For me and others, the event came on fairly short notice, and we didn’t have a whole lot of time to make excuses to our loved ones as to what cataclysmic event was pulling us off the home front for those Saturday chores, but we “winged it” and spun some great yarns.
There were Rennlisters galore in attendance, such as the always interesting Chris Walrod, a guy with so many projects on his plate it nearly defies description, David Hirsch, 993 geek and 944 spec racer who has been known to wear some interesting dance outfits, and incidentally has been coming to Tony’s shop for 15 years, MAX 911 from the Polar Region (He wins the distance trophy), J. Gordon Jr. and Slap Shop, fairly recent 993 owners and Rennlisters, but too far gone to be saved as they are already headed down that slope and there is no stopping them now, yours truly and a host of others I just didn’t have the opportunity to chat with. Jackie and Carolyn were there from POC, as was a large PCA contingent.
Tony Callas’ shop, Callas Rennsport http://www.callasrennsport.com, is located in Torrance, CA next to Johnson's Alignment where we find Porsche suspension and alignment guru, Steve Alarcon. Tony went over a list of topics which should be of keen interest to most 993 owners such as the 993 engine, strengths and some weaknesses, potential vacuum issues that one should be aware of, some seals that can be tricky and a discussion of areas on the car that the owner should check, or have checked from time to time such as the steering rack boots, CV joints, rear lower control arm covers and why they should be in place, AC and oil cooler resistor issues, OBD-2 challenges and numerous other topics. And consider this incredible idea, when Callas Motorsports does a Technical Inspection on a Porsche car for POC or PCA event, they do a “Tech and Tighten” Inspection. What a simple but elegant concept, not only a thorough technical inspection, but looking for loose bolts and tighten them down.
The Tech Session went for two (2) hours, and many of us hung around for addition discussion as once you get Tony talking on 993 cars, it is tough to turn him off. As you may know, Tony is a Porsche factory trained mechanic with considerable racing experience such as La Mans winning Rohr Motorsport and competing in GT-1 and GT-2 classes internationally.
It is very clear that Tony really knows
(and loves) the 993 car. He understands the special nature of this beast. You Westside and west facing beach town Porsche owners (Especially 993 owners) have a real gem in Callas Rennsport. And thanks to PCA Grand Prix for setting up this Technical Session. I am looking forward to additional technical sessions at other Porsche shops across the LA basis. One can never know too much about the 993.
A long-time member of the Porsche Club of America, Tony now serves as Advisor/Technical Director for the L.A. and GPX regions of the P.C.A.
There were Rennlisters galore in attendance, such as the always interesting Chris Walrod, a guy with so many projects on his plate it nearly defies description, David Hirsch, 993 geek and 944 spec racer who has been known to wear some interesting dance outfits, and incidentally has been coming to Tony’s shop for 15 years, MAX 911 from the Polar Region (He wins the distance trophy), J. Gordon Jr. and Slap Shop, fairly recent 993 owners and Rennlisters, but too far gone to be saved as they are already headed down that slope and there is no stopping them now, yours truly and a host of others I just didn’t have the opportunity to chat with. Jackie and Carolyn were there from POC, as was a large PCA contingent.
Tony Callas’ shop, Callas Rennsport http://www.callasrennsport.com, is located in Torrance, CA next to Johnson's Alignment where we find Porsche suspension and alignment guru, Steve Alarcon. Tony went over a list of topics which should be of keen interest to most 993 owners such as the 993 engine, strengths and some weaknesses, potential vacuum issues that one should be aware of, some seals that can be tricky and a discussion of areas on the car that the owner should check, or have checked from time to time such as the steering rack boots, CV joints, rear lower control arm covers and why they should be in place, AC and oil cooler resistor issues, OBD-2 challenges and numerous other topics. And consider this incredible idea, when Callas Motorsports does a Technical Inspection on a Porsche car for POC or PCA event, they do a “Tech and Tighten” Inspection. What a simple but elegant concept, not only a thorough technical inspection, but looking for loose bolts and tighten them down.
The Tech Session went for two (2) hours, and many of us hung around for addition discussion as once you get Tony talking on 993 cars, it is tough to turn him off. As you may know, Tony is a Porsche factory trained mechanic with considerable racing experience such as La Mans winning Rohr Motorsport and competing in GT-1 and GT-2 classes internationally.
It is very clear that Tony really knows
(and loves) the 993 car. He understands the special nature of this beast. You Westside and west facing beach town Porsche owners (Especially 993 owners) have a real gem in Callas Rennsport. And thanks to PCA Grand Prix for setting up this Technical Session. I am looking forward to additional technical sessions at other Porsche shops across the LA basis. One can never know too much about the 993. A long-time member of the Porsche Club of America, Tony now serves as Advisor/Technical Director for the L.A. and GPX regions of the P.C.A.
Last edited by Martin S.; 11-21-2004 at 01:06 PM. Reason: Move URL and edit
11-21-2004, 12:43 AM
#2
Rennlist Member
Very good summary Martin 
It was nice to see a few familiar faces and familiar cars.
The session was very interesting, and touched on a lot of areas of known 993 problems, quirks, and remedies. Tony is obviously one of thee gurus, and one of the 'good guys' in the Porsche world. His delivery was entertaining and very easy to understand for everyone there, no matter what their mechanical experience was. Also, his passion for Porsche, and the 993 was evident.
Three figures recited by Tony Callas today stuck out in my mind.
* about 50% * = the amount of CEL SAI codes that are fixed WITHOUT doing a valve job
* 170 to 200 * = the number of 996 engines replaced by Porsche .... per month !
* 0 (zero) * = the number of 911 engines he or his father ever "tossed" to drop in a new or rebuild engine from Porsche.
max
It was nice to see a few familiar faces and familiar cars.
The session was very interesting, and touched on a lot of areas of known 993 problems, quirks, and remedies. Tony is obviously one of thee gurus, and one of the 'good guys' in the Porsche world. His delivery was entertaining and very easy to understand for everyone there, no matter what their mechanical experience was. Also, his passion for Porsche, and the 993 was evident.
Three figures recited by Tony Callas today stuck out in my mind.
* about 50% * = the amount of CEL SAI codes that are fixed WITHOUT doing a valve job
* 170 to 200 * = the number of 996 engines replaced by Porsche .... per month !
* 0 (zero) * = the number of 911 engines he or his father ever "tossed" to drop in a new or rebuild engine from Porsche.
max
11-21-2004, 02:27 AM
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It was also nice to have a targa, a track-prepped 993, and a 993TT up on the racks, as well as a 993 engine out on display to help Tony illustrate his various points.
Alot of ground was covered . . . 'twas interesting to hear that Tony is working on finding new valve guides that are made of a material that will last longer than the porsche factory parts. So far, no luck -- but he is trying.
There was also a rare paladium metallic (I think that was what it was called) 993 cab that showed up which was neat to see -- kind of a champagne color.
I enjoyed seeing so many rennlisters . . . hope to see y'all again shortly for the Dec. 12th fun run
Alot of ground was covered . . . 'twas interesting to hear that Tony is working on finding new valve guides that are made of a material that will last longer than the porsche factory parts. So far, no luck -- but he is trying.
There was also a rare paladium metallic (I think that was what it was called) 993 cab that showed up which was neat to see -- kind of a champagne color.
I enjoyed seeing so many rennlisters . . . hope to see y'all again shortly for the Dec. 12th fun run
11-21-2004, 04:43 AM
#4
"Alot of ground was covered . . . 'twas interesting to hear that Tony is working on finding new valve guides that are made of a material that will last longer than the porsche factory parts. So far, no luck -- but he is trying."
Many Porsche independent shops in SoCal have machine shops which have provided
improved valve guides over the standard Porsche guides. Some of the Porsche dealers
that I've been involved with have also used alternate valve guides with success.
Some Rennlist sponsors have indicated that they've had good success with alternate
sources too, as indicated on this forum.
Bottomline: There's no mystery to finding alternate improved valve guides for 993s.
Check out this web site deleted on the Dealers page for SoCal Porsche shops.
"* about 50% * = the amount of CEL SAI codes that are fixed WITHOUT doing a valve job"
Also, check out this link deleted for additional SAI info.
"* 170 to 200 * = the number of 996 engines replaced by Porsche .... per month ! "
This number (2400/yr) is a worldwide number, and considering Porsche's total production it's low.
That number, though, was probably in the earlier years (bad case casting) of the 996 production
and not at the end.
Many Porsche independent shops in SoCal have machine shops which have provided
improved valve guides over the standard Porsche guides. Some of the Porsche dealers
that I've been involved with have also used alternate valve guides with success.
Some Rennlist sponsors have indicated that they've had good success with alternate
sources too, as indicated on this forum.
Bottomline: There's no mystery to finding alternate improved valve guides for 993s.
Check out this web site deleted on the Dealers page for SoCal Porsche shops.
"* about 50% * = the amount of CEL SAI codes that are fixed WITHOUT doing a valve job"
Also, check out this link deleted for additional SAI info.
"* 170 to 200 * = the number of 996 engines replaced by Porsche .... per month ! "
This number (2400/yr) is a worldwide number, and considering Porsche's total production it's low.
That number, though, was probably in the earlier years (bad case casting) of the 996 production
and not at the end.
Last edited by Lorenfb; 11-21-2004 at 05:02 AM.
11-21-2004, 02:24 PM
#5
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More on the Tech Session: This was my first visit to Tony’s facilities, and I was very impressed with the size and cleanliness of his shop, the stock of parts on hand, extensive special tools, and the knowledgeable, helpful staff.
Tony’s presentation included an overview of the issues and problems of the 993 cars. Please keep in mind that this is not a list of what will go wrong with your 993, but rather an encyclopedia of all the problems that have occurred with various samples of this Porsche, and items you might want to keep an eye on. I also added some comments of my own.
ENGINE
Secondary air injection (SAI) fault codes. This problem occurs when the SAI port becomes clogged with carbon, and the OBD II signals a fault code. While this may not affect the drivability of the car, it won’t pass smog until the fault is corrected. In about 50 percent of the cases this may require a top end rebuild. The 1995 model has OBD I, which is less sensitive to this problem. A recent thread on Rennlist discussed the purchase of a 993 from a dealer. The car subsequently failed smog, and was found to have the clogged SAI ports and a bad “check engine” light bulb—coincidence?—I think not. The “check engine” light should come on when the key is turned on prior to starting, along with all the other warning lights.
Valve guide wear. Indicators are excessive oil consumption, which Porsche defines as more than one quart per 600 miles, and oil-fouled spark plugs. The correction for this problem is a valve job, using better valve guides. Some valve guides available in the US may be superior to the ones used by the factory. One way to test for valve guide wear is to accelerate to about 6000 RPM in third gear, release the throttle, let the car coast down to about 2000 RPM, then floor the throttle. If there is significant valve guide wear, you will see lots of blue smoke from the exhaust.
Lower valve cover gasket leaks. You may not know they are leaking if you still have the lower engine tray on the car. The tray catches the oil, and until there is a huge leak, you won’t see it. The fix is to replace the gaskets. Tony, along with several other experts, recommends removing this tray. I think this tray is part of the valve guide wear problem. It holds too much heat in near the heads. To take it off, jack up the rear of the car, loosen five Dzuz fasteners with a Phillips screwdriver, and slide the tray from under the car.
Distributor caps and rotors. If you get a cylinder misfire fault code, consider replacing these, especially if there are carbon tracks inside the caps.
Vacuum distribution port. On the 993s with Varioram, this port is located in the rear of the engine bay, high on the left side. It is black rubber, with three vacuum lines coming off it, one on the end and two from the side. When it is old and tired, the vacuum can flatten it, and reduce the desired vacuum. The fix is to replace it. With all the plastic vacuum tubes on the 993, be careful not to insert them too far into the rubber fittings, or the vacuum flow can be cut off. The correct depth is 8 to 10 mm.
Drive belt tension sensor. This part can create some squeaks and squeals. To determine if it is the culprit, pull it back slightly from the belt and spin the roller. There is a DIY fix for this on www.p-car.com Just remove the sensor and lube the bearing.
Alternator pulley update. This is for the outermost pulley on the alternator. The factory-installed pulley halves are thinner than the replacements. The original ones can break, and the pieces can dent the engine lid. Text from Porsche Tech Service Bulletin: When installing the new version pulley halves on the 911 Carrera and Turbo, the distance spacer is machined as part of the new version pulley and is no longer required. Because of this, it is no longer possible to store adjustment shims behind the distance spacer on the outside of the alternator pulley. Shims removed during the tensioning procedure should be stored in the vehicle tool kit.
Lower spark plug wires cracking. Probably due to excessive heat. Another reason to remove the engine tray. Cracks may be cosmetic, but if significant enough to cause misfiring, replace wires.
TURBO ENGINE
Excessive smoking on start-up. Text from Porsche TSB: When performing an oil change on the 1996 911 Turbo involving change of the oil filters, it is important to install the correct oil filter. Installation of the wrong part number small oil filter may lead to a customer complaint of engine smokes when started cold". Use the following chart as a guide for oil filter replacement.
General Information:
Vehicle type Small Filter Large filter
911 Carrera 1995 993 107 203 00 993 207 201 01
911 Turbo 1996 993 107 203 02 993 207 201 01
NOTE : Once existing stock of the small oil filter, part number 993 107 203 00 is used up, only the small oil filter, part number 993 107 203 02 will be available. The part number for the large oil filter remains unchanged.
GEARBOX/CLUTCH
Flywheel seal leaking. Replace seal.
Gearbox selector shaft leaking. Ditto. Not too difficult. Check for leaks at each service.
Slave cylinder creaking. Check for this by cycling the clutch pedal with the engine off. Fix is to remove the lubricate cylinder.
Slave cylinder hose leaking. Check on each service.
STEERING/BRAKES/SUSPENSION
Steering rack boots. Inspect on each service. Cracks in these boots allow dirt and moisture to enter, and can damage the steering rack.
Steering rack leaks. Look for power steering fluid leaks under the front of the car on each service. Also be alert for groaning or creaking noises when the steering is at extreme lock, which is an indication of low power steering fluid level.
Front brake duct modification. These ducts, hard rubber air scoops under the car, can rub and make noise at extreme lock. Tony has a modification to prevent this, which involves trimming off a corner of the duct.
Rear control-arm-mounted CV joint protection covers. At each service, check that these are in place. They protect the CV joints and boots from damage.
Shock absorbers. The OEM Monroe shocks are soft and tend to leak. Bilstein units are the preferred replacements—they are warranted for life to the original purchaser.
Suspension height. Tony recommends lowering US spec cars to the European height, which was their original design. The height was then raised to meet US bumper and headlight height specs.
Steering rack bracket. This should be added to all 993s with 18-inch wheels to stiffen the steering rack mount.
FUEL SYSTEM
Fuel cap seal. If you get a “check engine” light, one of the first things that should be looked at is the fuel cap seal to make sure it the updated one.
ELECTRICAL
AC condenser-Oil cooler fan resistors. When the engine is at full operating temperature, and the AC is on, if either fan (located in the front fenders, in front of the wheels) turns on and off at high speed, the resistor is defective. These fans should each come on at low speed first. Fix is to replace the resistor.
Alarm remote update. The “switchblade” remote can be updated to the type with a separate key and remote fob. When the alarm remote battery is failing, the range will become shorter, which indicates imminent need for replacement.
EMISSIONS
OBD II requires “trip completion” for successful smog test. Tony has the routine to accomplish this.
BODY
Headlight bulb retaining clip. This update is to correct poor bulb position caused by warpage of plastic part due to headlight heat. The update is about $6 per headlight, plus installation.
Third (center) brake light wiring through rear window. Tony has developed a fix for this that does not require window replacement.
Front bumper lower protection bar. Good idea to prevent damage to front bumper cover from bottoming out.
Outer windshield seals creaking. To eliminate creaking, drip “Pedro Ice Wax”, a bicycle chain lubricant, available at bicycle shops, around the seal. Pull the edge of the seal back to ensure getting the lube where it needs to be. If required, this seal can be replaced without removing the windshield.
Rear wing accordion torn. Inspect this seal with the rear spoiler raised. It is required for correct cooling air flow.
Noisy rear wing cable/drive mechanism. Check this by raising and lowering the spoiler with the engine off. Tony has a fix to keep water out of this mechanism. There is a DIY article on this at www.p-car.com
Delaminating windshield at antenna entry. White discoloration at the lower right edge of the windshield is indicative of this problem.
Rear fender guards fading. After removing the old guards, use WD-40 to take off any adhesive residue. Apply Windex to the fender and to the new guards, fit them in place, and squeegee out any bubbles. Allow to dry.
INTERIOR
Inside temperature sensor motor. This is a tiny fan located in the dash at the climate control unit. If it is working properly, you can hear it before you start the engine. If defective, you may see fault code 45.
Cracking door pockets. Tony has developed a method to repair these using fiberglas. Much less expensive than replacing the pockets.
BobbyT
Tony’s presentation included an overview of the issues and problems of the 993 cars. Please keep in mind that this is not a list of what will go wrong with your 993, but rather an encyclopedia of all the problems that have occurred with various samples of this Porsche, and items you might want to keep an eye on. I also added some comments of my own.
ENGINE
Secondary air injection (SAI) fault codes. This problem occurs when the SAI port becomes clogged with carbon, and the OBD II signals a fault code. While this may not affect the drivability of the car, it won’t pass smog until the fault is corrected. In about 50 percent of the cases this may require a top end rebuild. The 1995 model has OBD I, which is less sensitive to this problem. A recent thread on Rennlist discussed the purchase of a 993 from a dealer. The car subsequently failed smog, and was found to have the clogged SAI ports and a bad “check engine” light bulb—coincidence?—I think not. The “check engine” light should come on when the key is turned on prior to starting, along with all the other warning lights.
Valve guide wear. Indicators are excessive oil consumption, which Porsche defines as more than one quart per 600 miles, and oil-fouled spark plugs. The correction for this problem is a valve job, using better valve guides. Some valve guides available in the US may be superior to the ones used by the factory. One way to test for valve guide wear is to accelerate to about 6000 RPM in third gear, release the throttle, let the car coast down to about 2000 RPM, then floor the throttle. If there is significant valve guide wear, you will see lots of blue smoke from the exhaust.
Lower valve cover gasket leaks. You may not know they are leaking if you still have the lower engine tray on the car. The tray catches the oil, and until there is a huge leak, you won’t see it. The fix is to replace the gaskets. Tony, along with several other experts, recommends removing this tray. I think this tray is part of the valve guide wear problem. It holds too much heat in near the heads. To take it off, jack up the rear of the car, loosen five Dzuz fasteners with a Phillips screwdriver, and slide the tray from under the car.
Distributor caps and rotors. If you get a cylinder misfire fault code, consider replacing these, especially if there are carbon tracks inside the caps.
Vacuum distribution port. On the 993s with Varioram, this port is located in the rear of the engine bay, high on the left side. It is black rubber, with three vacuum lines coming off it, one on the end and two from the side. When it is old and tired, the vacuum can flatten it, and reduce the desired vacuum. The fix is to replace it. With all the plastic vacuum tubes on the 993, be careful not to insert them too far into the rubber fittings, or the vacuum flow can be cut off. The correct depth is 8 to 10 mm.
Drive belt tension sensor. This part can create some squeaks and squeals. To determine if it is the culprit, pull it back slightly from the belt and spin the roller. There is a DIY fix for this on www.p-car.com Just remove the sensor and lube the bearing.
Alternator pulley update. This is for the outermost pulley on the alternator. The factory-installed pulley halves are thinner than the replacements. The original ones can break, and the pieces can dent the engine lid. Text from Porsche Tech Service Bulletin: When installing the new version pulley halves on the 911 Carrera and Turbo, the distance spacer is machined as part of the new version pulley and is no longer required. Because of this, it is no longer possible to store adjustment shims behind the distance spacer on the outside of the alternator pulley. Shims removed during the tensioning procedure should be stored in the vehicle tool kit.
Lower spark plug wires cracking. Probably due to excessive heat. Another reason to remove the engine tray. Cracks may be cosmetic, but if significant enough to cause misfiring, replace wires.
TURBO ENGINE
Excessive smoking on start-up. Text from Porsche TSB: When performing an oil change on the 1996 911 Turbo involving change of the oil filters, it is important to install the correct oil filter. Installation of the wrong part number small oil filter may lead to a customer complaint of engine smokes when started cold". Use the following chart as a guide for oil filter replacement.
General Information:
Vehicle type Small Filter Large filter
911 Carrera 1995 993 107 203 00 993 207 201 01
911 Turbo 1996 993 107 203 02 993 207 201 01
NOTE : Once existing stock of the small oil filter, part number 993 107 203 00 is used up, only the small oil filter, part number 993 107 203 02 will be available. The part number for the large oil filter remains unchanged.
GEARBOX/CLUTCH
Flywheel seal leaking. Replace seal.
Gearbox selector shaft leaking. Ditto. Not too difficult. Check for leaks at each service.
Slave cylinder creaking. Check for this by cycling the clutch pedal with the engine off. Fix is to remove the lubricate cylinder.
Slave cylinder hose leaking. Check on each service.
STEERING/BRAKES/SUSPENSION
Steering rack boots. Inspect on each service. Cracks in these boots allow dirt and moisture to enter, and can damage the steering rack.
Steering rack leaks. Look for power steering fluid leaks under the front of the car on each service. Also be alert for groaning or creaking noises when the steering is at extreme lock, which is an indication of low power steering fluid level.
Front brake duct modification. These ducts, hard rubber air scoops under the car, can rub and make noise at extreme lock. Tony has a modification to prevent this, which involves trimming off a corner of the duct.
Rear control-arm-mounted CV joint protection covers. At each service, check that these are in place. They protect the CV joints and boots from damage.
Shock absorbers. The OEM Monroe shocks are soft and tend to leak. Bilstein units are the preferred replacements—they are warranted for life to the original purchaser.
Suspension height. Tony recommends lowering US spec cars to the European height, which was their original design. The height was then raised to meet US bumper and headlight height specs.
Steering rack bracket. This should be added to all 993s with 18-inch wheels to stiffen the steering rack mount.
FUEL SYSTEM
Fuel cap seal. If you get a “check engine” light, one of the first things that should be looked at is the fuel cap seal to make sure it the updated one.
ELECTRICAL
AC condenser-Oil cooler fan resistors. When the engine is at full operating temperature, and the AC is on, if either fan (located in the front fenders, in front of the wheels) turns on and off at high speed, the resistor is defective. These fans should each come on at low speed first. Fix is to replace the resistor.
Alarm remote update. The “switchblade” remote can be updated to the type with a separate key and remote fob. When the alarm remote battery is failing, the range will become shorter, which indicates imminent need for replacement.
EMISSIONS
OBD II requires “trip completion” for successful smog test. Tony has the routine to accomplish this.
BODY
Headlight bulb retaining clip. This update is to correct poor bulb position caused by warpage of plastic part due to headlight heat. The update is about $6 per headlight, plus installation.
Third (center) brake light wiring through rear window. Tony has developed a fix for this that does not require window replacement.
Front bumper lower protection bar. Good idea to prevent damage to front bumper cover from bottoming out.
Outer windshield seals creaking. To eliminate creaking, drip “Pedro Ice Wax”, a bicycle chain lubricant, available at bicycle shops, around the seal. Pull the edge of the seal back to ensure getting the lube where it needs to be. If required, this seal can be replaced without removing the windshield.
Rear wing accordion torn. Inspect this seal with the rear spoiler raised. It is required for correct cooling air flow.
Noisy rear wing cable/drive mechanism. Check this by raising and lowering the spoiler with the engine off. Tony has a fix to keep water out of this mechanism. There is a DIY article on this at www.p-car.com
Delaminating windshield at antenna entry. White discoloration at the lower right edge of the windshield is indicative of this problem.
Rear fender guards fading. After removing the old guards, use WD-40 to take off any adhesive residue. Apply Windex to the fender and to the new guards, fit them in place, and squeegee out any bubbles. Allow to dry.
INTERIOR
Inside temperature sensor motor. This is a tiny fan located in the dash at the climate control unit. If it is working properly, you can hear it before you start the engine. If defective, you may see fault code 45.
Cracking door pockets. Tony has developed a method to repair these using fiberglas. Much less expensive than replacing the pockets.
BobbyT
11-21-2004, 02:37 PM
#6
Racer
Wow BobbyT, you nailed it and I didn't even see you taking notes. Incredible summary. Thank you! I had to leave a little early. Did you ever get a chance to ride in Martin's car with the Supercups? If not let me know and at some point I would be glad to let you have on on board listen at acceleration, etc.
Trending Topics
11-21-2004, 03:52 PM
#8
"Secondary air injection (SAI) fault codes. This problem occurs when the SAI port becomes clogged with carbon, and the OBD II signals a fault code" - BobbyT -
This is NOT always true, as there're other elements in the SAI system which can cause a SAI CEL,
e.g. bad air check valve, bad O2 sensors, or bad air pump. Don't always assume that a SAI CEL
results from a carboned air passage, and don't "get into" an expensive repair. Good repair shops always
do a complete diagnosis.
"OBD II requires “trip completion” for successful smog test. Tony has the routine
to accomplish this." - BobbyT -
Additionally, the CEL must function without any DTCs, plus the continous tests
must be completed. Also, most properly running cars will have passed the
non-continous tests (trip completion) without requiring a visit to a repair shop.
Check out this web site deleted on the Codes page for more
OBDII emissions info.
This is NOT always true, as there're other elements in the SAI system which can cause a SAI CEL,
e.g. bad air check valve, bad O2 sensors, or bad air pump. Don't always assume that a SAI CEL
results from a carboned air passage, and don't "get into" an expensive repair. Good repair shops always
do a complete diagnosis.
"OBD II requires “trip completion” for successful smog test. Tony has the routine
to accomplish this." - BobbyT -
Additionally, the CEL must function without any DTCs, plus the continous tests
must be completed. Also, most properly running cars will have passed the
non-continous tests (trip completion) without requiring a visit to a repair shop.
Check out this web site deleted on the Codes page for more
OBDII emissions info.
11-21-2004, 04:07 PM
#9
Banned
Originally Posted by Lorenfb
.......
Check out this web site deleted on the Dealers page for SoCal Porsche shops.
"* about 50% * = the amount of CEL SAI codes that are fixed WITHOUT doing a valve job"
Also, check out this link deleted for additional SAI info.
Check out this web site deleted on the Dealers page for SoCal Porsche shops.
"* about 50% * = the amount of CEL SAI codes that are fixed WITHOUT doing a valve job"
Also, check out this link deleted for additional SAI info.
Originally Posted by Lorenfb
.......
Check out this web sitedeletedon the Codes page for more
OBDII emissions info.
Check out this web sitedeletedon the Codes page for more
OBDII emissions info.
John
11-21-2004, 04:09 PM
#10
Racer
Great addition Loren. That is what Tony stressed too, that maybe less than 50% of the CEL problems end up being related in any way to the guides and SAI, nor require the massive top end work that most people jump to the conclusion thinking they will need. Running some rudimentary tests and checking some simple peripheral areas often leads to an uncomplicated fix.
11-21-2004, 04:34 PM
#11
"Is there some reason you are a "posting Billboard" for your business today? Here - give me a moment - and I'll edit your posts for you...." - John D -
Do you have a problem posting info links for the forum members or would you like
"copy & paste" to issues discussed by members?
Do you have a problem posting info links for the forum members or would you like
"copy & paste" to issues discussed by members?
11-21-2004, 04:45 PM
#12
Banned
Originally Posted by Lorenfb
...Do you have a problem posting info links for the forum members or would you like
"copy & paste" to issues discussed by members?
"copy & paste" to issues discussed by members?
In short - when you are "running" the business - and SPAM rennlist with your free ads - it get less "informational" and more "commercial".
To that point, I'm not certain where it says I'm responsible for paying for your "free ads"? I may have missed it - but, I'm pretty certain that's the case. In fact - I'm as sure that actual Rennlist Members, Rennlist Sponsors SPAM less then you did in this thread - and by God - hell - they even pay for that right - but somehow they avoid doing that. Maybe you could enlighten me as to why that is?
And oh - this may not to be the time to mention this - but, I also have a Steve Weiner Chip in my 993 - and guess what? After hundreds of track hours and as a daily driver - it hasn't blown up? Can you forkin' believe that??? I also had an Autothority chip in my '87 - and by the grace of God - went almost 128,000 miles before I sold it - WITHOUT an engine problem??? Un-forkin' amazing.
You want to post to Rennlist? Great. Do it without the SPAM. As for me - I filled out another Job application for my THIRD FULL TIME JOB to pay for all this crap - including the new circuits - which cost "me" - NOT YOU - over $15,000 - over and above the other circuits/costs (which would blind you) - just to keep this Forum running - so you can SPAM it?
Question/Complaints? See http://idon'tgiveacrapaboutyourbusiness.com
John
11-21-2004, 05:07 PM
#13
"In short - when you are "running" the business - and SPAM rennlist with your free ads - it get less "informational" and more "commercial"." - John D -
The web site was setup mainly for informational purposes to help Porsche/BMW/Mercedes owners.
Very little (if any) business is generated from it. It has NOT been used as a referral
for business when forum members seek purchases as your sponsors do. Review the
historical posts, and see the many non-promotional and helpful posts for forum members.
By the way, many of my customers are sponsors of Rennlist.
The web site was setup mainly for informational purposes to help Porsche/BMW/Mercedes owners.
Very little (if any) business is generated from it. It has NOT been used as a referral
for business when forum members seek purchases as your sponsors do. Review the
historical posts, and see the many non-promotional and helpful posts for forum members.
By the way, many of my customers are sponsors of Rennlist.
11-21-2004, 05:15 PM
#14
Banned
Originally Posted by Lorenfb
......The web site was setup mainly for informational purposes to help Porsche/BMW/Mercedes owners......
Supplying Automotive Electronics Since 1985....
Additional Part Types Available for Most Vehicles...
...Our business objective is to provide high quality and cost-effective rebuilt
automotive electronic control units to the automotive market....
Would you like me to continue? I don't think so.... And - if it's NOT a commercial entity - tell me why it's listed as your "homepage" in your SIG?
Really - I didn't fall off the turnip truck yesterday. I know you'd like to think I did....
Have fun,
John
11-21-2004, 05:19 PM
#15
Banned
Originally Posted by Lorenfb
......By the way, many of my customers are sponsors of Rennlist.
John