16 captured repliesDiscussion pagination complete · Source accounts, not a confirmed diagnosis
THIS DISCUSSION / SOURCE-DERIVED OVERVIEW
Discussion summary
YOUR RESEARCHFluctuating timing advance at idle....panic?!
Leading reported evidence
Install together
Performed · outcome unconfirmed
No successful repair reported for this finding.
0
Reported fixes
0
Unsuccessful attempts
1
Discussions
Read evidence and context
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Performed · outcome unconfirmed
On a side note, just as a FYI: Porsche states that the aero kit front bumper cover must be fitted together with either the Carrera fixed rear wing or the Cup aero kit fixed rear wing ('taco') as aerodynamic balance is othewise off.
Leading evidence: 'Install together' (no explicit attributable resolution; this is a reported action or suggestion). Across 1 matching discussions, the most frequently mentioned possible cause is 'stuck actuator' (1 discussions; 0 report identifying it and 1 suggest it). The most frequently discussed action is 'Check cam angles' (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.
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Suggestion · Original poster
What if I remove the solenoid plug and then check the cam angles?
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Suggestion
Try a new crank position sensor, and or check its connectors & its wiring.
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Suggestion · Original poster
I haven't been able to get underneath to check for wiring damage, but do now have a Durametric.
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Performed · outcome unconfirmed
On a side note, just as a FYI: Porsche states that the aero kit front bumper cover must be fitted together with either the Carrera fixed rear wing or the Cup aero kit fixed rear wing ('taco') as aerodynamic balance is othewise off.
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.
16 eligible posts · 0 unverified posts · 1 discussions match the subject in their title or opening post.
Rennlist: 1 discussions
0 evidence records excluded for query context · 0 excluded by outcome qualification · 0 adjusted by outcome qualification.
1 acknowledgements have no verified action link; they do not establish a repair result.
Outcome without a verified action link
Switching on solenoid on bank 1 makes no difference whilst switching bank 2 makes revs dip and nearly stall.
Hi
Ive been looking into a rough idle problem with my 'new to me' '98 996. After ruling out a vacuum leak, replacing coils and plugs and cleaning the intake and maf sensor I took a look at the error codes;
P1340
1319, 1318, 1316, 1531
5283 (the car has another quirk where the tacho drops out for a few seconds inder hard acceleration, maybe related?)
Lots of googling last night led me to look at camshaft deviation values, my OBD reader only shows 'Ignition timing advance for #1 cylinder - is this the same thing as 'camshaft deviation for bank 1' ?? Am I right in thinking some ROW cars can only read bank 1?
The values I'm getting fluctuate between 4.5deg to 10.5deg at idle, then jump to a steadyish 38deg at around 3000rpm, possible failing IMS? (but been like this since I've owned it - 1k miles)
Also, I did find a few very tiny plastic pieces in the filter last oil change, so worn chain guides?
Should I panic, buy/borrow a durametric, or what....
TIA
First of all, post the details on your car and add them to your profile. From past posts of yours I know it's a MY99 (or 98 as you state here?) auto but is it a C2 (then cable throttle, as it has TC and no PSM) or C4 (then electronic throttle) and is it confirmed RoW, I.e. not US/CND spec?
Mileage?
To your questions.
Ignition timing at idle is NOT the same as cam deviation angle. Generic OBD reader won't read cam deviation angle, you need something that reads porsche specific codes for that.
Euro/RoW spec 3.4 with DME 5.2 monitors only bank1 cam deviation. US spec (all 996) monitor bank2 in addition to bank1.
The varying ignition timing at idle is normal.
Black Plastic bits in oil filter most likely chain tensioner wear but I would not worry about it unless cam deviation is out of spec (i.e. reading more than 6� out of spec).
HTH
Great info, thanks. I�ll look at getting access to a Durametric, probably have to buy one. Relieved that ignition timing and cam deviation are not the same and fluctuation is normal 👍
Well spotted, I recently owned a 996 tip, but found this 98 manual c2 with lsd and sports pack so forced to sell the tip which to be honest was better to live with day to day. Happy with my new project but looking forward to flushing out the niggles
Mileage? RoW version? Ideally post the Cxx country code as listed on the sticker inside the frunk lid.
Does this one have TC too, in addition to the LSD?
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Download the 996 Workshop manual, the part titled '996 Group 0 Diagnosis to 45' in there you will find the diagnosis for 5283
Diagnosis DTC 5283
The DME is behind the rear seats, below the bit of flat carpet.
Based on the tach woes, I reckon the connector to the CPS and/or the wiring (especially the bit that is inside the engine bay) has intermittent loss of contact, possibly caused by rodents that chewed the wiring insulation away.
On a side note, just as a FYI: Porsche states that the aero kit front bumper cover must be fitted together with either the Carrera fixed rear wing or the Cup aero kit fixed rear wing ('taco') as aerodynamic balance is othewise off.
If the front lip is missing it will be lightly less of an issue but still.
Thanks again, great of you to take the time. I suspected the CPS at first, but thought the car wouldn't start and I've never had a problem, not sure of the affect if it's intermittent. Wiring sounds a decent shout as its usually much worse in the morning when theres likely condensation around the wiring.
Cheers guys, I'll post again with an update and or some durametric data
I haven't been able to get underneath to check for wiring damage, but do now have a Durametric.
Unfortunately bank one looks to be stuck on 24deg. I can't read bank 2 as its a ROW car. Switching on solenoid on bank 1 makes no difference whilst switching bank 2 makes revs dip and nearly stall.
Is it clearly a stuck actuator? Replace or possible to repair? or any more tests to run?
Its probably a stuck actuator. There is a test with a 9volt battery to test the selniod
There r 2 things to look at. 1st is cam deviation and the other is actual cam angle. The deviation should stay steady as its a "smoothed" number and the actual will rise amd fall at about 3500rpm.
if the 2nd number doesnt move then either the seliniod is not functioning or the actuator is stuck. Either way the valve cover has to come off so it a job.
Good news is a member (slacker) here has sourced and sells an o-ring rebuild kit thats fractionally expensive to a new one. Im sure it can be shipped abroud since it sounds like u r not us based.
So�. Is this an engine out job? It�s bank one. I�d be tempted to do the RMS and IMS if the engine was out.
Hopefully this is something I can tackle diy, anyone recommend a good how to page/ video??
Some shops can do it without removal but i would recomend pulling it. The Bentley manual has a pretty good general write up and there r lots of posts here ro guide u. Its not overally difficult to do yourself but u have to be careful and follow the procedures. Locking the cams, timing and careful assemble r required. I managed to do it using info and help from this forem but im a pretty good wrench.
I have done bank 1 actuator without removing the engine but it is a job and a half to be attempted by the best or the most familiar with the 996. For anyone else, taking the engine out really is a less stressful experience. It will give you a chance to do so many other things like IMS, RMS, AOS, coolant tank, and borescoping the cylinders.
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