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Discussion summary
YOUR RESEARCH996 -99 Tiptronic EU vs US problem
Leading reported evidence
Check travel and it seems fine
Performed · outcome unconfirmed
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Performed · outcome unconfirmed · Original poster
this "cooked" out quit a lot of friction "dust" I also made vacuum test on the valves/bores and checked the travel and it seems fine.
Leading evidence: 'Check travel and it seems fine' (no explicit attributable resolution; this is a reported action or suggestion). Across 1 matching discussions, the most frequently mentioned possible cause is 'immo box also got changed at the same time' (1 discussions; 0 report identifying it and 1 suggest it). The most frequently discussed action is 'Check clutch packs at the same time' (1 discussions). For that action, 0 discussions report a resolution and 0 report an unsuccessful attempt. No action has an explicit, attributable resolution report under the current rules. These are forum reports and suggestions, not a confirmed diagnosis.
Source reports, not a diagnosis or a success probability. Counts refer to discussions and can overlap.
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Performed · outcome unconfirmed · Original poster
we had valvbody out and cleaned and inspected it this spring and it shifts normal.
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Performed · outcome unconfirmed · Original poster
I haw installed quit some kits from Transgo over the years in other brands like GM and AW but not on ZF.
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Performed · outcome unconfirmed · Original poster
It had its engine changed from the factory one to a euro engine meaning that the ECU didn't found the US twin camshaft sensors and that throw a code.
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Suggestion · Original poster
The controllers I haw has the same part nr from Porsche and Bosch on them but when I read the calibrations they look quit different still don't know if it differ I I change coding between RDW and US01
Replace torque convertor and install an aftermarket pressure regulator valve
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Suggestion
The correction is to replace the torque convertor and install an aftermarket pressure regulator valve from "Trans-Go",, The Trans-Go pressure regulator repairs the worn bore in the valve body and keep the pressure from getting to high and damaging the lock-up clutch o-ring in the Torque Convertor.
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immo box also got changed at the same time
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Suspected cause
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Suspected cause · Original poster
ok then probably the immo box also got changed at the same time then I'm a bit stranded since I don't have the matching immo box for the US original ECU.
Counts describe captured discussions, not unique people or a diagnosis. Author identities are not reliably stored. Exact duplicate evidence is counted once across matching discussions; one discussion counts at most once per action/state. Multiple repairs reported together remain a combination. Suggestions and failed attempts do not establish a fix. Matches cover whole discussions and can include related faults, model variants and incomplete threads.
9 eligible posts · 0 unverified posts · 1 discussions match the subject in their title or opening post.
Rennlist: 1 discussions
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Generation: 20261026T152433Z · outcome-qualification-6. Deterministic extraction; no AI model inference. How we use sources
Im trying to resolve a long time problem on my friends 996, lets start with the background,
It all started aprox 8 years ago.
The car is sold new in US and its a 1999 with a ZF 5HP19 transmission.
To my understanding this is what happened befor I got involved.
It had its engine changed from the factory one to a euro engine meaning that the ECU didn't found the US twin camshaft sensors and that throw a code.
Solusion that was made was to use the ECU from the euro car and haw it coded to the immobelizer.
after this I'm told that transmission started acting weird. no lockup when code is set in TCU. lockup is ok if codes are erased.
I hade the code read from the ECU an TCU with Autel Maxisys. only fault is in TCU 000046 with no explanation it says refer to factory repair manual.
we had valvbody out and cleaned and inspected it this spring and it shifts normal. replaced filter and oil with ZF genuine parts.
when looking at actual values the TCU commands TC lockup until code is set.
I think there is a software/coding issue between the Euro ECU and the US TCU. some sources point he 46 code as a missing buss massage from ECU-TCU. but not confirmed.
When I look in the ECU in the car now it has 996RDW01 controller id and incorrect VIN and Transmission ID but same Transmission type A9600 as the US ECU.
I�m abel to read and write the software in both controllers buy desoldering the PSOP44 memory and maybe coding is in smal 8pin chip so I cold transfer VIN etc from US-EU controller
Do anyone have any input on what wold be the best option in this case.
Sounds like a real cluster F**K.
First thing that should have happened is the ECU should not have been changed out, the original ECU should have been recoded to ROW ( Rest Of World-1 cam sensor)..
That aside the ZF 5HP19 is known for failed lock-up clutch in the Torque Convertor caused by a leaking pressure regulator in the valve body. code p0740.
The correction is to replace the torque convertor and install an aftermarket pressure regulator valve from "Trans-Go",, The Trans-Go pressure regulator repairs the worn bore in the valve body and keep the pressure from getting to high and damaging the lock-up clutch o-ring in the Torque Convertor.
Thanks
The stock ECU I found in the frunk so I tried it but it nead immo coding to start.
what tools are known to work on the recoding or is it dealer tools required ?
i have some tools and experience working on real time tuning in the Bosch ECU using Winols and OLS300 but the coding is a different part.
probably not impossible but I don't want to reinvent the wheel just because I didn't know the easy way
The Torque Converter was my first concern therefor I dissembled the valvbody to check the TC regulator and I had some amount of friction material collected in the solenoids. so I ultrasonic cleaand the solenoids with a pwm generator pulsing them in the cleaner. this "cooked" out quit a lot of friction "dust" I also made vacuum test on the valves/bores and checked the travel and it seems fine.
I haw installed quit some kits from Transgo over the years in other brands like GM and AW but not on ZF. I will consider this since the engine is going out this winter resolving some other issues like leaking crankcase heating and IMS and some seals etc.
Probably the 000046 code "preventing" Lockup have over the long run worn things out and one thing lead to another in the end its hard to know what started it all.
but I can send the TC for refurb when engine is out and also check the clutch packs at the same time. but repairing the tc will not be a permanent solution if the real problem still is the coding issue. so I will have to start with that first.
Edit:
Ther is one more option and that is to re install the OEM engine that I have rebuilt and haw in storage then the "only" hassel is the immo in the stock ecu
Since you have all this time, why not send your Immobilizer, original ECU and keys to ECU Doctors. Have it (ECU) flashed to ROW and maybe all your problems will go away. They can probably also check the ECU for the correct version for the TCU.
The original ECU and the original Immo should still be paired, the Immo once paired, is "married" to the ECU for life.
The original ECU can be recoded to ROW ( 1 sensor) using PIWIS ...but it cannot be paired to a replacement IMMO that is "married" to a different ECU..
So, that means that the IMMO that is "married" to the EU ECU can not be "divorced" from it and paired to the original.
ok then probably the immo box also got changed at the same time then I'm a bit stranded since I don't have the matching immo box for the US original ECU.
since this was done quite long ago its hard to know what and when its done.
i will deffinently haw a look at what ECU Doctors hav to offer. I try to contact them and take it from there. the car will be taken off road over winter so time is not a issue at the moment.
right now I just try to figur out where to start so I don't end up in a corner with paint all around me
Sounds like you have where-with-all to solve the issues.
Like DBJoe says, ECU Doctors can do things even PIWIS and the dealerships can't do, I think they can even "un-marry" IMMO's and pair them to any ECU...
Just in case someone els is hawing similar problem I'm in the process of pulling the engine right now and I will update on what I finde. and how it develops
Ok this might help others but I can't say for sure the problem is solved yet but this is where I'm at
Pulled the engine and ended up CNC machining the 4-6 cylinder head camshaft sensor hole. it was not easy to do without removing the head from the block but I had some favors to call in.
The engine controller is a Motronic 5.2.2 and the engine calibration (maps etc) is stored in the Bosch CC460 (68pin) and the coding data is on the other side of the PCB in the 24C04 Soic8
The controllers I haw has the same part nr from Porsche and Bosch on them but when I read the calibrations they look quit different still don't know if it differ I I change coding between RDW and US01
Ther is 3 segments of data in the 24C04 chip and the I found what most things do and how to change it. when you are this deep in it its quit clear but the Immo function is in the last section and I haw not really understod haow it is constructed I just copy paste until I got it running with the US01 ECU
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