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Received Durametric Enthusiast (basic) and quickly found overrev values (1550 Range 1, 0 Range 2), and saw where cam deviation and fuel trims are displayed but didn't have engine running to observe those. All that critical info I did not see in the Foxwell NT530, if it was there couldn't find it.
Dura also has cabriolet top calibration which Foxwell NT530 did not. We did not test this function as our top works fine and didn't want to chance inducing a problem.
Also Dura recognized Tiptronic and Convertible Top modules where Foxwell acted like they didn't exist, which seems like a major flaw in the Foxwell.
A common problem with 996s is microswitches in door goes bad. Foxwell NT530 will lock and unlock door and shows state of microswitch. In the screenshot below we had unlocked the doors, and yet driver's door microswitch shows as closed, this causes an alarm fault where it double-beeps upon unlocking, and it indicates exactly what part on the car needs to be replaced the driver's door latch.
My initial look at the Durametric Enthusiast shows it will lock and unlock the doors, but I did not see the state of microswitch displayed. I will e-mail the manufacturer and see if it can display the function, but if it can't then the Foxwell has a definite huge feature advantage which is facilitating trouble shooting of components.
Also when I powered up the Dura and tried to read out stored codes it seems to have erased them all and reset the monitors, which would be a big set back if I hadn't first read them with Foxwell and recorded them, or if we were going for a smog check because most monitors now not set.
Another difference when interrogating the alarm module the Foxwell seemed to access more data, it might have been able to read out individual triggering events which would help find if one of the sensors was intermittent.
A final minor feature I saw in the Foxwell is it shows the status of monitors if they are set, I didn't see that in the Dura and if not there that requires availability of a second code reader to see if monitors set for a smog check.
It seems each scanner has features the other does not, and for almost twice the price the Durametric should have all the features. Maybe it does and we need more knowledge about it.
My biggest complaints with the Durametric is speed and coding.
The speed issue is partially to do with my old Panasonic ToughBook shop computer.
My Snap-on scanner is probably always going to be faster than booting up a laptop. Mine has SSD and boots pretty quickly, but not Snap-on quick.
I also use the Bavarian Technics software for BMWs and on their website it tells you what you can code by vehicle.
The Durametric website doesnt have that broken down.
The only way to find that out is to spend $600 and plug it in and see.
I paid $600 expecting the same level of coding For the 996 as similar year BMWs.
Sadly that is not the case.
I have scanners for all of my cars. Saved me a lot of money. Those things have paid for themselves many times over. I've heard lots of positive things about the Foxwell scanners, but don't have much experience with the company. Seems like the Durametric is the gold standard if you can't afford a Porsche PIWIS system. If you purchase the Foxwell, please report back on how it works out for you. Maybe a YouTube video?
Finding the Piwis software isn't so difficult.
I wonder what special hardware is needed ?
Durametric shows Camshaft position 1 deviation -.7 degree, and Camshaft position 2 deviation 2.8, and they don't vary with rpm. Readings up to 6 degrees are considered ok, and up to 4 some feel shouldn't be exceeded, so ours are very good and good.
There are many many other values to read and I don't find from Durametric or anywhere else what they should be. Since our 996 has no drivetrain fault codes or anything wrong we are aware of, we are simply taking pictures to record current values, and in the future when something goes wrong hopefully we can reference back to the baseline being recorded now.
One value we can read and don't know what it means is Actual angle for inlet camshaft bank 1 and bank 2; readings are -.08 and -.53 at idle, and -5.5 and -6.5 at around 2500 rpm. Are those bad or great? We have no idea.
The below picture shows as we understand "fuel trim" (RKAT and FRA), and as we understand they should be close to 1. So does our fuel system have a problem? We have no idea due to lack of explanatory documentation. We didn't yet access FRAU whatever that is, because the Durametric glitched and locked up again and that will be examined more in a future post.
frao and frau will always read the same as fra unless in a turbo with wideband o2 sensors
the car does not trim at wot/open loop (no feedback from oem narrow-band o2 sensors to establish trims as ecu richens mixture when engine working hard)
for rkat, values are given as +/- % fuel added, and you will get cell at +/-4%
for fra, values are given as +/- fuel added from a baseline of 1, and you will get cell outside of 0.7 to 1.32
The above from another thread is the most complete and concise information I've found on 996 fuel trim. I would just add Durametric reads RKAT and this might be called TRA on another code reader/scanner and tolerance to set CEL might be different than above.
Below values show our 996 is well within tolerances and this means good MAF, O2 sensors, injectors; and intake system, crankcase, and exhaust are not leaking. We've established a baseline for future troubleshooting. The right tool and knowledge gives a lot of info on health of our vehicle.
Durametric shows 5 readiness monitors, Actron 8. Don't know if Actron displays some not needed for smog check, if Dura missing a few, or if Dura has them and must look on another page. They use different terminology, and wish had checked NT530 before sent back to help determine if Dura missing some monitors.
Readiness monitors used to determine if pass or fail a smog check, not to show individual values such as number of misfires.
Difference in number of monitors between these two tools again shows none seem to perform all functions, and unfortunately owners must purchase two or more.
Difference in number of monitors between these two tools again shows none seem to perform all functions, and unfortunately owners must purchase two or more.
This has always been the case, unfortunately.
I'm current using a blue driver blue tooth dongle with my iphone/ipad for quick and easy stuff. Does everything and more you would expect for ~$100. A very nice selection of live data and scanning features. For anything more indepth, I have the pro version of Durametric that I bought at a discount for buying two through the aforementioned discount.
I've been very curious to read feedback on a scan tool like the Autel MaxiSys. It's a price point is more attractive than a snap on scan tool, and Autel does not charge for updates like tool truck brands do. Bosch also has some nice scanners that I would think plays nicely with Porsche.
I've been very curious to read feedback on a scan tool like the Autel MaxiSys.
Unless there's no choice we stay away from anything not hard wired because wireless connections are not as reliable and the associated "app" usually or always allows a large corporate entity to gather, sell, and get hacked information about us often without our knowledge or ability to stop it.
The plug-in Foxwell NT530 is 100% self-contained and didn't lock up like our cable/software/laptop/more software Durametric system, it did important functions Dura doesn't like displays the position of microswitches inside 996 doors, but it didn't communicate with our transmission or convertible top modules and I couldn't find fuel trim and camshaft deviation and overrev info so we had to compromise and get the Dura.
Foxwell with a little more development could knock Dura out for good, or another company like Autel or Bosch.
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