I am assuming they mean "accumulator" - I don't know what the "regulator" would be. The accumulator gets charged by the power steering pump when the engine is running. When you turn the car off, there should be sufficient pressure within the accumulator to activate the clutch 35 times without starting the car. If this isn't happening, the accumulator is responsible.

 

me either! i was thinking' "gee, why haven't i needed to replace THAT at least once yet" lol

 

Yes and he just replaced the accumulator also doesn't explain the overflow in front reservoir.

 

Sorry for the ambiguity. I've had several 996 Turbos before, but never got into the clutch system, so I'm a little new to it.

It is the power steering fluid tank, (recommended) part number 99731492031.

I'm a little bit at their mercy because they won't warranty with slave without this fix. The service advisor (couldn't talk to the tech, of course) said the pressure issues were caused by bad valves in the fluid tank.

After driving the car some more, the problem is intermittent. I thought the problem was constant, but it now comes and goes.

I have the tank on order and the car is back at my shop. It will be installed Friday.

Everyone's advice is GREATLY appreciated!

 

Your adviser is talking about the TSB 4897 which mention to replace the steering reservoir in case of high pitch noise in the engine compartment. There is nothing mention about fluid migration in this TSB…Steering pump pressure is the high pressure part of the clutch system. This high pressure fluid is supplied to the slave to "assist" the clutch pedal movement. Obviously the high pressure side is leaking into the low pressure side…You cannot have migration into the steering reservoir????

 

My advice to you respectfully is to demand to speak with the actual tech that is performing these services to your car. In fact, given it is a turbo? That would ordinarily be their senior master tech.

Porsche dealerships and their shenanigans are notoriously full of sh*t. They'll sell you a 400+ maf if you let them. Get details.

 

The slave is the first snag I had with my car. Migration was the problem. I completely dismantle the unit to try to found the failure. I did not found any worn seal or damage cylinder but there are two relief valves and a piston with two pressure applied. One with a small area (A on the picture) and one with a larger area (B on the picture). I cannot say I have found the exact weakness of this unit but the migration happen within this unit due to a faulty relief valve or a leaking seal in the piston area ???

 

Yes, this all sounds a little fishy. A bad accumulator by definition is "intermittent" and would not indicate a problem with the pump unless more research has been done to confirm that. When my accumulator was bad, I would have days of it working perfectly followed by days of 10% reliability. If the dealer wants to replace the pump, then the accumulator before he will warranty the slave, this is going to cost a few bucks!

 

I'm not sure either. I'm an electrical engineer and attorney (insert jokes below), so I'm good at reading diagrams and understanding systems. However, I haven't been able to find a diagram of the clutch / PS system, so I'm kind of floundering.

I did go onto All Data. Interestingly, they recommend replacing the tank as a last resort.

I would imagine the slave has some kind of step down, but not a limiter... so wouldn't a high(er) pressure input also give higher out?

 

I understand your situation but be careful with those part changer...Keep us up to date with this problem. May be we will learn something new!

 

Let me posit one other point. I'm used to cars where clutch hydraulics is its own closed universe. But. Whenever I've had a slave problem, the clutch wouldn't engage properly. Something about the clutch engagement would change.

This clutch works perfectly. The pedal pressure just oscillates between normal and wild.

Does a 996T with a crapped out slave have no effect on clutch engagement?

 

I couldn't agree with you more! One of my friends manages an independent shop, and he won't hire mechanics from dealerships. "They're just parts changers. They can't diagnose anything. Follow the script and throw parts at it. I need techs."

Obviously that's not always true. But more than not it seems correct.

 

I did not feel anything wrong with mine except this flooding of Pentosin in the front compartment and , of course, eventually low level in the power steering tank….

 

that's just the thing of all of it. there is no one way symptomatically to isolate it as being the slave merely from driving it. although indeed, a faulty slave will contribute to periods of imprecise engagement, spongy feel etc. the problem is the accumulator can also contribute though the issues with the accumulator are most often noticed and marked symptomatically by hard clutch pedal at startup. given ( again ) that all parts need to work in tandem together, therein lies the diagnosis difficulty. since they often fail simultaneously, or one goes, ( the slave ) then the accumulator etc. this is why conventional wisdom is always to change them at the same time. the fluid migration of which jpflip and others speak of can also result in a leak under the steering column inside the cabin, see if there is any wetness there, particularly if you have fluid migration to the master cylinder in the frunk.

as i said upthread, it is not unheard of to replace an accumulator, only to find it has again failed within months or so. slave accumulator get changed at the same time, to save time and money. except an accumulator can be changed with the car on jacks for a $140.00 part, while the slave is a $600+ part and requires the engine be dropped an inch or so, and the car be on a lift in order to facilitate the repair.

 

I could see the point if there's to much pressure going into the slave a relief valve or seal could be bypassed sending some fluid forward. I guess we will have to wait and see.