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Engine condition on high mileage cars

My own personnel view .. and bear in mind Hartech know far more about engines than i do ..

Im of the opinion the engine has had some work done in the past , to have almost no wear on the cam slippers is a bit strange at that milage .

I would expect them to be worn .. not to the point of totally had it but appreciatable wear , and that is dependant on a lot of conditions .

This design btw was only used for a few years untill it switched to vario cam plus .. so a totally different system... which im sure you know .. but for others ..

The slippers are pretty short and so will wear faster than say a chain guide ...

Hence im suprised at almost no wear .

It doesnt really matter anyways , your Mechanic says they are good so thats excellent news.

second thing puzzleing me .. you had a poor idle for many years ? and this was down to this cam solinoid .. no misfire faults over that time period ?

No other symptoms ?

My usual experience with these is either burning out or flagging misfire faults .. to have no fault codes over such a long time is something new for me .. so im just confirming .. poor idle but no other symptoms ?

Im learning basically for the future ... the more i learn the more it helps others :thumb:
 
Sorry to read of your need for an engine rebuild 911 AU, hope you will be able to enjoy many happy miles now... After the running in period :?:

On the subject of longevity,I would certainly not argue against the thinking that a machines past treatment can determine fundamentals relative to it`s longevity, and in that regard as ever I have a story that may be of interest... or not..?

A number of years back my then local OPC took on Ferrari. At the time I was quite well acquainted the OPC stores guys. There was access to the workshop via the stores counter for staff, and while I was in for parts and chatting with the store-man asking how they were getting on with Ferrari, our conversation was halted as the showroom door opened and one of the salesman entered with a customer in tow. The salesman was met by one of the mechanics who had come through the stores, thus I was able to hear the ensuing conversation.

The salesman invited the customer to explain the problem he was regularly experiencing with his Ferrari to the mechanic, to which he proclaimed.... It rumbles and shudders under acceleration... the mechanic suggested they went on a test drive, the customer then offered the keys to the mechanic who declined and suggested the customer drove. Off they went, and I carried on the conversation with the store-man re Ferrari, but that is yet another story..

A very short time passed, the mechanic returned passing through the stores counter on his way back to the workshop swearing under his breath. The store-man asked what the issue had been with the car. Apparently the customer was in sixth gear, (manual box) driving circa at the limit in a 30MPH limit.....and then put his foot down to overtake a bus... that`s the noise and vibration the customer said with confidence..... !!!

Well now I wonder how much that then new car`s longevity suffered at the hands of that particular mechanically unsympathetic owner.. I suspect it would still be thought of as a very valuable machine today, perhaps more so with a main dealers service history...
 
Demort - I've never understood how the system works with regards to recording faults. If I unplug a coil pack I don't get a fault code or CEL. If I disconnect a solenoid I don't get either. If I disconnect the MAF I do :dont know:

Grant (Hartech) ran a full test for me when I was last there and the only thing we could see was bank 1 solenoid not activating and some ABS faults & other non engine related stuff (I think). He suggested the engine sounded good and apart from the solenoid all was well.

The other thing - the car didn't always have this lumpy running. Quite intermittent and if anything, only happened after being left standing 20 minutes or so after already up at temp.

My mechanic (who's business is an agriculture & plant engineer - https://www.facebook.com/G-Collinson-Private-Agricultural-Plant-Engineers-769444006475840/) was telling me he sees many sticky solenoids in equipment he services that only stick when the oil it lives in is very hot. Rest of the time they're fine. :dont know:
 
The trouble is these are early cars , the fault code read out and how the car interprets faults is not that good im afraid .. its the beginnings of a new system moving away from blink codes .. a flashing led , to a more sophisticated system ... 993 had similar but again very basic .

These are the first of the CAN bus systems as well .

The codes are basic and are intended to lead a mechanic in a certain direction .

If we say a faulty cam solinoid then the cam timing is going to be out .. that will cause rough running and misfires at the extreme ends .. you may not always get a misfire code but in your case we are what .. 2 years ? i would have thought there would be some in that time period .

I know these burn out .. i know the slippers wear and so the timing will be out .. i can only assume yours was within limits so no codes but enough to cause a running / idle issue .

This is unfortunatly what i deal with day to day .. i specialise in these faults and when a car gives us no idication of a problem then its pretty hard to track it down .

I cant throw parts at it , i have no codes to give me an idea and often the reported engine values are all with in specs ..

I have to tell the customer to go away and wait till something breaks im afraid , that or throw parts at it .. not the best way forward but im afraid , we all do what we can with the info we have .

An open ciruit on something should record a fault code as thats a basic check .. but the car doesnt check everything .. an unplugged coil " should " give a fault code .. a defective coil wont .

The newer the car and the better the fault code system ..

AN example .. high lift cam solinoid ( not your car ) ..

996 .. no fault code.

997 .. fault code for swopped lambda sensors or misfires on X 1 bank .

991 .. fault code for high lift solinoid but it has no idea which bank .

Thats the evolution of fault codes in a nut shell im afraid .

There is a drive link for these solinoids on a tester .. i can operate it engine running and listen to the engine , it should make a difference .

Downside it sometimes doesnt work on either bank .. its not a test i can use as i cant confirm it works correctly .. its not something i can trust basically to diagnose it .
 
alex yates said:
How much is a high amount?
Click to expand...

75ppm.

I agree with Demort. Those small cam chain guides start wearing from a very low mileage. If yours have little or no wear then that's not lucky. It's a miracle.... :D

But more likely it's just that someone has been there before you. :wink:

To be honest I don't think anyone really doubts the top end on these. Most issues are bottom end and cylinder related aren't they.
Unless they drop a valve or something like that, I don't think they wear badly at all.
:thumb:
 
Can i just add for anyone reading this and starting to panic ..

Ive never seen these wear through and cause engine problems .. you will get rough running before that and symptoms that will get the car into a garage well before this could happen .
 
^^^ Yep that's well worth mentioning.

I am about to update my thread to cover my recent chain guide work and I've written in that that my Indy has never seen an engine failure due to a worn chain guide in the head.

There's one or two stories online but isn't there always.
 
Unfortunately, generally (yes there are exceptions) when crankshaft shells wear and eventually cause a crankshaft problem (unless they have copper plating which not every one does), when 996 3.4 cylinders have stretched far enough to imminently crack or when cylinder bore material is about to escalate into a score - none of these will show signs on an oil analysis - as they usually occur in seconds from Ok to damaged.

This is why a more general understanding that these engines usually do not last as long as previous Porsche examples and that there may be a mileage when a rebuild is imminent but there are no concrete signs - is beneficial for those wanting to keep their cars long term.


Sometimes I agree that waiting to see what happens may prove a good move - I suppose unless you have adequate funds to fix one or fancy a more powerful replacement.


Other wear shown up from chains etc will be gradual and non specific in an oil sample but an IMS about to fail will if the test is just before it finally breaks up.


Baz
 
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