Thanks everyone,

A gentle reminder of my last note from June.

Now for the fun bit.

Remember when I said you should all hang on to your failed units?

well....

This little fellow was presented to me last week.


http://forums.pelicanparts.com/uploa...1761447620.JPG


Matt black anodised aluminium (anodized aluminum) module cap with ceramic inserts for electrical isolation and thermal management.

More compact, less machining, no worries about connectors or case sealing, less obvious it is not stock etc.
But logistically more complicated.

- Machine off the donor cap,
- snip the internal connections and skim the contact pads.
- drop in the new module and reseal.

Tolerances are tight so you will need to send your dead unit somewhere to have it modified etc.

As always, still much to do, and I'll post updates as we have them.

I think this could be a profitable venture! Figure the 964 turbo production; both 3.3 & 3.6… roughly 5,000 units- every car will need this eventually. Even if 10% need it, that’s still 500 cars and $1,000/unit = $500k. The alternative if stand alone engine management program for about $50k/each car

Thank you for the update, I'm still interested. Just me and us what to do. I have a spare
That doesnt work to send off to you asap.

Thank you kindly
Helio Lopes

Still waiting to see your proof-of-concept prototype driving an ignition coil developing a spark. It's coming soon, right?

I will say that I have seen far more CDI boxes of all eras fail then EZ69's. A common problem even today. I had 2 go on my SC's when they were only a few years old on 2 different SC's. These were actually a bigger issue but replacements were available unlike these. Many had the ability to buy Permatune units which failed even more than the CDI's and or other units which were easily swapped in unlike the EZ69 units.

Porsche was never known for its electronics and is a weak point still to this day.

Obviously, there were many more non-turbos!

Actually, the 3 pin Bosch CDI, used until the late '70s, was very reliable and rarely failed. They typically failed because;
1. reverse battery connections
2. overcharging alternators
3. shorting the CDI coil signal while adjusting the idle.

The later CDI (6 pin) fails because of a marginal output capacitor, and the result of hotter engine compartment temperatures (200F+),
still not as hot as for turbos.

I’d take one just to put it on the shelf. I feel many others would do the same. Heck the factory will probably catch wind of this and buy a bunch as well.

Mine failed under normal driving conditions. Full load and bang. Alternator was fine and everything in spec perfectly prior to the failure. I have 20+ friends who are 40+ year Porsche trained mechanics and independents. I have known them for at least 40 years. I know many gold star techs as well and my son works as a service advisor and he will tell you nothing is safe these days. I have been wrenching on Porsches for over 45 years myself and work with some very well known names on the east coast. I do agree the earlier ones failed far less often for many decades but many did fail and the later turbo and SC units failed nearly as often. The 930 engine compartment was just as hot if not hotter. You see a lot of early 911's using MSD modules to replace their failed CDI boxes. You don't hear about the problem so much because of availability which is not an issue.

I have been closely following the 965 market for over 25 years and although these are a failure point it isn't until recently within the past 5-7 years that we are hearing more and more about these failures. They built the cars well but how many other marques have this % of 30+ year old cars on the road with so few made? The lack of replacement parts is the issue and I don't think getting 30 years out of anything these days is that bad. I have had more electronics go on several 981's and newer Porsche's than I see EZ69's fail. I have helped a few out by supplying replacements for them but my well is now dry except for one spare. One was returned to Brumos for the #59 super turbo it came from. Porsche electronics have never been their strong point. But having anything that won't compromise the originality by cutting harnesses or makeshift compromises on these rare cars is a huge plus and we should be happy we have a potential alternative.

I will wait to pass judgement on the product for now but I know of many 3.6T's which are still running their original EZ unit. In time they might need it but preventative maintenance and checking your coil output and reapplying the paste would be a good palce to start. My only concern with replacing anything Bosch right now is most of it is not good and there are some Chinese parts coming in which are horrible. So this might be a bigger concern in the future.