If you are getting 113 and 115 codes, then the relay controlling the power to the injectors should be checked. Make sure the connector to the relay controlling the power to the injectors is making very good contact with all the pins on the relay. I went through this problem on my 92 960 for almost a year before I finally found the problem. Mechanics checked it out and even when the engine acted up while the mechanics where checking out the car and gave a 113 & 115 code they couldn't find the problem. It was a simple matter of one of the four connectors not locked properly in the connection. It would make contact to start and the car would run fine would extended periods of time. Just quit and always would restart. I wish you luck in find a reliable shop, there isn't one where I live as least IMHO.

O.K. Here's what you can do.

Make three small simple wiring harnesses yourself.

Make Two harnesses : Three(3) wires to one(1)

Make One harness : Six(6) wires to one(1)

Take off the fuel injector protective cover. Take one of the 3-1 harnesses and attach one lead each to the BROWN/GREY wire coming out of injectors 1,2 and 4. Use a Posi-Tap type of connector to "T" into the line. Attach the single end to the wiring harness in the fuse relay box on the front of the shock tower. Attach it to the BROWN/GREY wire at the BOTTOM of the fuse/relay box. I say the bottom of the box, meaning, connect it to the ECM side of the big connector.

Repeat the above process attaching another 3-1 harness to the PINK/WHITE wires from injectors 3,5 & 6. Attach the single wire end to the PINK/WHITE wire at the bottom of the fuse/relay box.

Take the 6-1 harmess and connect it each to the GREEN wires of each (all 6 injectors), then to the green wire in the bottom of the fuse/relay box.

What this does in create another path (on both the + and - side) of the injectors to the main wiring harness bypassing all the branching points on the hot, vibrating engine.

This works as long as there is an intermittent break in the connection and not actually a temporary hot ground. To eliminate the hot ground posibility, you would have to sever the wires at the injectors and the relay box and splice the wires in, in lieu of my suggestion to "T" them in.

DEWFPO
--
1998 S90 070,050 and 1995 964 153,010

Come on, lets get this thing running!

Having a new wire harness seems like over kill to me, but that could be my cheap Irish side.
Has any one checked fuse 5 in central relay unit? This is for the power lead.

I hope the following makes some sense, I have a 94 and had to remember to look further down at each step to see the changes for a 95. Good Luck

From my fault tracing manual:
DTC 113/115 injector groups 1 and 2
Conditions for a DTC, If injector group circuit is shorted to ground/live, or if there is a break in the circuit, the ECM notes this as a fault and sets 113/115.

Substitue values:
ECM shuts off faulty injector group and fuel trim is inhibited.

Fault sources:
a) Signal too high: signal lead short circuit to live, injection valve defective.
b) signal too low: power lead broken, signal lead short circuit to ground, contact resistance in terminals, injection valve defective.
c) current too low: signal lead broken, contact resistance in terminals, injection valve defective.

Fault symptoms, engine runs on three cylinders, engine does not start.

Almost everything here describes a wire or connector fault. Someone has to for continuity between the injector groups and the relay, and from the relay to ECM.
This fault code has the most pages dedicated for repairing this code, some just require some patience and an volt/ohm meter.

Some of the wire test are:
Check lead between injection valve and ECM #17 for short circuit to live.
Check fuse 5 (11B5) in central relay unit, if fuse is ok,
Check lead between injection valves and main relay 2/32 terminal 3 for break.
If fuse is broken, check lead between injection valves and fuse 5 for short circuit to ground.

Check signal lead resistance to ground.
Ignition off, injection valves 1, 2 and 4 disconnected, connect an ohmmeter between injection valve terminal 2 and ground for each injection valve in turn, should read approx. 0.08 ohms,(terminal 2 is looking at the connector with wire clip up, the number two is the left side.)
If ok check injection valves for resistance, if values differ check lead between injection valves and ecm #17.

There should be no resistance between terminals 2 on the injectors of the same group, ohm meter connected to terminal 2 on injector one should show no resistance to injector two terminal 2.

Check 55 pin connector in central relay unit(A3/F) terminal 10 for contact resistance and oxidation.

When I had this code it took hours of messing with wires and connectors before it was fixed, though I still could not tell what got fixed.

DanR 94 964 259,000 miles (25,000 on the new engine)
--
DanR

Have you looked in the 'shops' section on this board to see if there are any good places listed in OKC.

Also try www.cartalk.com. They have a very extensive list of shops.

I believe that Bay 13 also has a shops section.

Good Luck,

Dan

It would apear as if they are nice and not charge you labour when they are making $$$ from the parts they replace. Find another palce and double check what they are saying is true.

Do hope you find a good shop or if you can spare the time do what I did and go after the problem yourself, tons of wisdom from brickboard

VHT 92 965 199K