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TECHNICAL SUPPORT
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PORSCHE 930 8-Pin
WARNING: HIGH
VOLTAGE!
DISCONNECT THE
BATTERY BEFORE INSTALLING OR SERVICING ANY IGNITION SYSTEMS
COMPONENTS.
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Failure to follow these instructions and the vehicle owners
handbook and shop manual could result in serious personal
injury, death and or damage to property. This part is
designed to be installed by a mechanic that is familiar with
European automobiles and safety standards. |
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PLEASE READ
THIS BEFORE INSTALLING YOUR PERMA-TUNE
The
following instructions are intended to inform mechanics of
installation and diagnostic techniques that can save time and
money. These techniques have been created as a result of data
compiled over many years and have been proven effective. The
diagnostic procedures described here are voluntary and should
take less than 0.5 hours to perform. Perma-Tune Electronics
Inc. welcomes any additions or corrections that you may
contribute to subsequent publications of these instructions
regarding the Porsche 911. |
Installation Instructions
1. Remove the old ignition module
from the car according to the shop manual for this car. Perform a bench check of
the module according to the manufacturers specifications.
Perform any maintenance procedure needed, if the bench check procedure indicates
so, to prevent damaging the new ignition module upon its installation.
NOTE: On some cars, the relay
panel where the ignition box is located must be unbolted from the car so that
the nuts can be held while the bolts for the ignition box are unscrewed. One of
the screws for the relay panel mounting also holds the braided ground strap that
provides the ground for the relay panel. This ground strap can be easy to forget
to hook back up because when it is removed from the relay panel it will fall
forward between the fuel filter and fuel accumulator where it cannot be seen. It
is extremely important that this ground strap be reconnected when the relay
panel is bolted back to the car. Failure to reconnect this ground strap may
result in damage to the car.
2. Perform an ignition coil test
if there is evidence of oil or tar leaking from the coil or if the coil is 2
years or older. Replace the coil if it is defective.
3. Bolt the ignition box to the
relay panel. Before plugging in the connector, perform the distributor signal
test and the ignition module ground test. If the tests indicate a fault exists,
repair any fault that may exist in the vehicle, and then plug in the module.
4. Verify ignition timing
according to the shop manual and engine bay placards for this car.
General
Information
The Model 930 Perma-Tune is designed to
replace the stock ignition box on all Porsche Turbo cars between1976 and 1977
and will bolt up and plug in to the same location as the stock system. The Model
930 not only replaces the stock system, it is a performance upgrade boosting the
spark energy by a factor of three. This increase in spark energy allows your
engine to make more power with the same amount of fuel. Spark plug gaps can be
increased (spark plug gaps over .060" are not recommended but are
possible), solid core copper spark plug wire can be used and fuel mixture can be
adjusted to increase performance. The Model RV020 Rev Limiter and the Model
PR020 Pre Amp can be used with the Model 930 Ignition Module.
The Porsche Turbo cars of the mid seventies
could have either the eight pin or the six pin ignition module. Most of the time
the eight pin modules were on the European version turbo but there have been
exceptions to the rule both ways so we have included the information for both
types. Aside from the connector configuration, the difference between the
two modules is that they have different tachometer signals to accommodate
different speed relays, run on relays and tachometers. We call the 8 pin
module the Model 930 and the six pin module the Model 911SC. The 911SC and
C911SC modules are also used on the 3.0 Liter Porsche engine.
By
design, Perma-Tune ignitions make very little heat of their own.
Wiring problems external of the unit will cause your Perma-Tune to get
hotter to the touch than the other components under the hood. If this is the
case we recommend you read these instructions.
The
Model 930 Perma-Tune is designed to replace the stock ignition box and will bolt
up and plug in to the same location as the stock system. If you need a harness
to install this ignition system, exchange it for a Model MP Perma-Tune. If you
are installing a 930 engine in a 911 body, use the model
911EX
Engine Exchange kit. If the connector does not match that of the car, you have
the wrong unit for that car. In either case contact Perma-Tune for assistance
with exchanges. The dealer you purchased your Perma-Tune from is not authorized
to issue warranty replacement or exchange units. Please contact the factory for
technical and warranty assistance. If you have a turbo car, make certain
that the speed relay did not cause the failure of the original ignition box
before you install the new box.
BENCH CHECK OF THE IGNITION
BOX
The connector pin outs below are provided for your convenience:
8=
Power-Red
7=
Signal (distributor pin A)-Green
6=
Signal Ground (distributor pin B)-Brown
5=
No connection
4=
Tachometer-Black/Purple
3=
Ground-Brown
2=
Coil ground-Brown/Red
1=
Coil Hot-White
Pin
1 to 3 = 3.300 Ohms + - 100 Ohms is normal. Zero Ohms or lower than normal
resistance indicates defective ignition coil damage to the box.
Pin
2, 3 and 6 to the flange = Zero Ohms is normal. Greater than 0.2 Ohms
indicates ground loop or battery terminal reversal damage to the box.
Pin
6 to 8 = 220uF to 250uF is normal. This
reading requires the use of a meter capable of reading capacitance.
Polarity
sensitive Pin 8 is positive.
Any
more or less that this reading indicates ground loop or alternator damage to the
box.
SERVICE
NOTES
To
avoid damage to your Perma-Tune and voiding your warranty:
Do not attach a dwell meter to the coil. Do not connect 12 volts to the coil.
Do not use a test light or jumper wire on the ignition box, tachometer or
ignition coil. Make sure the relay panel ground cable, engine ground cable and
battery negative cable connections are not defective.
Remove any radio noise suppressers or condensers that may be attached to
the ignition system, they are not needed and may cause intermittent ignition
problems. Check spark plug wires,
spark plug connectors (resistor type), and distributor cap for corrosion and
carbon tracking. Check the rotor for shorts, defective resistor and/or defective
rev limiter components. Check fuel
for water contamination; check fuel pump pressure and fuel injection settings.
Unlike the stock ignition systems, Perma-Tune ignitions make no audible
sounds when the ignition switch is on and make very little heat of their own
under normal operating conditions.
RECOMMENDED
PARTS LIST
Spark plug wire set...P/N 930041
Green wire harness...P/N 930020
Ignition Coil...P/N SC010
TROUBLESHOOTING
GUIDE
If the engine does not
start but kicks just as the ignition key is released from the start position,
check the ignition switch start circuit. To check this circuit, place a
Voltmeter on the power wire of the Perma-Tune and observe the meter while
cranking the engine.
If the engine does not
start but kicks just as the ignition key is returned to the off position,
perform a distributor signal test.
Hard start problems can be
mechanical or electrical in nature. Defective starter components can cause
excessive drain on the battery leaving insufficient residual energy to allow the
Perma-Tune to function. As a general rule, if there are 5 Volts available to the
Perma-Tune during cranking of the engine, it will produce a spark, no matter how
slow the engine is being cranked.
The source of most
intermittent problems are addressed in the diagnostic guide. Intermittent no
start conditions may also be caused by a faulty electronic tachometer.
Disconnect the tachometer from the ignition system if so equipped, if the
problem goes away, replace the tachometer. Also disconnect any noise
suppressors, condensers or load resistors. If the Perma-Tune unit gets any
hotter than the rest of the components in the engine compartment, there are
problems in the wiring of the car or faulty connections between the Perma-Tune
and the car. Refer to your shop manual and the diagnostic guide to find and
repair the problem to avoid damaging your electrical system components.
DIAGNOSTIC
GUIDE
Presented
in approximate order of statistical occurrence.
IGNITION
COIL
The
most common cause of engine ignition failure is the ignition coil. When an
ignition coil shorts between the primary and secondary windings, the stock
ignition box will be destroyed by the high voltage feedback from the defective
coil. If the defective box is replaced without replacing the coil, the new box
will also be destroyed in a short time. If the stock box is replaced with a
Perma-Tune box, the car may still run but run poorly or develop intermittent
problems a short time after installation. The Perma-Tune replacement box can
usually withstand feedback from a defective coil until the coil shorts
completely and the car stops running at all. In most cases the coil can be
replaced and all is well, however, in some cases the box can be damaged. Refer
to the Model 930 installation guide for more information on the coil. Refer to
BENCH TEST for the coil damage diagnostic
procedure on the ignition box. You can use Perma-Tunes new SC010
coil.
DISTRIBUTOR
TRIGGER SIGNAL
The
second most common cause of engine ignition failure is the ignition trigger
circuit. Since the ignition box is controlled by the magnetic pulse generator
located inside the distributor, any disruption in the triggering signal will
cause the ignition box to malfunction. Be aware that the connectors that carry
the signal to the box can push back in the housing.
Pull the rubber boot back to inspect the connection between the box and
harness.
Full
disassembly and inspection of the distributor is highly recommended due to the
intermittent nature of triggering problems. Pay special attention to the
distributor trigger shielded cable ( green wire ), magnetic pulse generator
magnet and magnetic pulse generator winding connection as these parts are known
to fail in combination. Evidence of arching between the magnetic pulse generator
magnet points indicates a defective rotor. In this case replace the rotor,
magnetic pulse winding, green wire and ignition box.
The Perma-Tune high performance triggering is so accurate that worn out
distributor shaft bearings can be detected by the tachometer. This is indicated
by the tachometer needle slightly bouncing at idle. Trigger signal problems can
cause double triggering which results in a weak ignition spark. Due to the lower
triggering resolution of the stock ignition box, some symptoms of trigger signal
problems can be more evident after the Perma-Tune is installed. Refer to the
vehicle maintenance manual for triggering signal waveform specifications and
distributor repair instructions.
To
quickly test the triggering circuit without the use of an oscilloscope: Unplug
the harness connector from the ignition box. Refer to the 930 Installation
Instructions diagram; connect an Ohmmeter between pins 6 or pin 3 and pin 7 of
the harness connector. To prevent the possibility of misdiagnosis, tug on the
green triggering signal wire located at the base of the distributor while
viewing the meter. The published specification for the magnetic pulse generator
is 600 Ohms +- 100. Our experience has shown that a variation of +- 25 Ohm
indicates a need to repair defective connections or to replace the magnetic
pulse generator windings.
SPEED
RELAY
Turbo
cars are equipped with a speed relay that the non turbo cars do not have. This
relay serves a safety function that shuts down the fuel pumps in the event of an
engine over rev event. Turbo charged engines can sometimes over boost and run
away causing an uncontrolled over rev of the engine. The speed relay can sense
engine RPM and shut down the fuel pumps to control the engine. The speed relay
can malfunction and in turn cause the ignition module and or fuel pumps to
malfunction. This relay is very sophisticated piece of electronics that is
usually mounted under the driver seat. Refer to the shop manual for this vehicle
for troubleshooting the speed relay and tachometer. The shop manual will
describe how to jumper out the speed relay, if the problem goes away when the
relay is jumped, replace the speed relay. If the problem does not go away, plug
the speed relay back in and unplug the tachometer, if the problem goes away,
replace the tachometer.
WARNING:
Do not leave the relay jumped. Disconnect the jumper when the test is done to
avoid the possibility of fire and or over rev damage to the engine.
RUN
ON RELAY
Turbo
cars are equipped with a run on relay that the non turbo cars do not have. This
relay serves
a safety function and prevents
turbo backfire when the engine is shut down. This
relay is a special timer relay that is usually mounted on the relay panel where
the ignition module is located. It
works by keeping the engine ignition system operational for several seconds
after the ignition key is turned off. This allows fuel to be burned off as the
engine shuts down rather than accumulating in the hot turbo section causing a
backfire. This relay can malfunction and in turn cause the ignition module to
malfunction. Refer to the shop manual on how to jumper out this relay. If the
problem goes away when the relay is jumped, replace the relay.
WARNING:
Do not leave the relay jumped. Disconnect the jumper when the test is done
to avoid the possibility of fire and or damage to the turbo and waste gate.
SPARK
PLUG CIRCUIT
High
Voltage circuit problems can become more evident after a Perma-Tune is
installed. Rough idle or a miss in the mid RPM range can mean there is a
defective coil, cap, rotor, spark plug wire, or spark plug wire connector. Since
the Perma-Tune is a high performance ignition, these problems can be masked by
installing a comparatively low power stock ignition box in the car. When
examining the spark plug voltage with an oscilloscope, all six cylinders must
read the same. The use of dielectric grease on all electrical connections is
highly recommended, especially on spark plug boots.
Cylinders
that read lower than the others may indicate:
Shorted or fouled spark plug. Narrow spark plug gap. Shorted spark plug
cable. Excessively rich mixture due to leaking injector or carburetor. Low
compression due to bad valves, rings or other mechanical wear.
Cylinders
that read higher than the others may indicate:
Open plug cable. Excessively wide spark gap. Worn spark plug. Lean
misfire due to an induction leak, carburetor problems or restricted fuel
injector. Overly advanced ignition timing. Worn distributor shaft bearings.
GROUND
CIRCUIT
Ground
loop problems are very common on Porsche cars, especially on cars that do not
get driven much. Symptoms of a ground loop problem are many, can effect the
entire electrical system and are often intermittent in nature. Some indications
of ground loop problems are: hard starts, poor engine performance, radio
reception interference, weak engine ignition spark, false alternator failure
light, repeated ignition box failures, repeated alternator failures, repeated
tachometer failures, repeated relay failures, dim interior lights. Especially
common on the 930 are defective ground connections between the engine and
chassis of the car. The defective ground connection diverts current from the
starter though the ignition system. The higher the ground connection resistance,
the more current will flow through the ignition system during cranking and the
faster the ignition will be damaged.
There
are many ways to troubleshoot ground connections; here is a fast way to do it on
a 930. Use a digital Ohmmeter set to its most sensitive setting, an analogue
meter is not sensitive enough to use this technique. To reduce the chance of
misdiagnosis, tug on the wire being tested while watching the meter and perform
the test in the order as follows: Stab the black lead of the meter directly into
the lead of the battery minus terminal and connect the red lead to the chassis
of the car, do not connect the red lead to the battery ground connection. The
resistance should read less than 0.5 Ohms, any more than that indicates a bad
connection. Move to the back of the car and connect the black lead of the meter
to the chassis of the car and the red lead to the engine case, again the meter
should read less than 0.5 Ohms. Disconnect the harness connector from the
ignition box. Connect the black lead of the meter to the engine case and the red
lead to the ignition box ground wire, pin 3, of the harness connector. Refer to
the Model 930 Installation Instructions diagram for pin 1 location.
Again the meter should read less than 0.5 Ohms.
WARNING:
To avoid the possibility of fire, do not install additional ground wires on the
vehicle and replace defective ground wires using only wires of the same gauge.
RECTANGULAR
CONNECTOR
The
rectangular 14-pin engine harness connector causes many problems that are
misdiagnosed as ignition box problems. This connector is located on the aft end
of the relay box which is located aft of the ignition box. Corrosion attacks the
connector at the pin and socket mating points and inside each half of the
connector at the wire to connector crimp connection. Corrosion at this connector
is almost certain to occur if the protective relay box cover is missing or if
the engine compartment was cleaned with a high-pressure water hose.
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