Code P1530 in 97 Boxster

[debster's man]

We could use some advice about the codes associated with my wife's 97 Boxster (the Debster) engine light coming on. The car has 37398 miles, and has been rigorously maintained.

The Debster has these DTC's:

P-code 1530 on a universal code reader, per the Bentley service manual that's Porsche DTC 174, Camshaft adjustment, cyl 1-3

Details of the incident setting this code:

Speed 31 mph

2463 rpm

Coolant Temp 179

3.5% load

Short-Term Fuel Trim 1 0.0%

Long-Term Fuel Trim 1 0.8%

Short-term Fuel Trim 2 0.0%

Long-Term Fuel Trim 2 -5.1%

Short-Term Fuel Trim 3 -100.6%

Long-Term Fuel Trim 3 -100.6%

Short-Term Fuel Trim 4 -100.6%

Fuel System 1 Open 1

Fuel System 2 Open 2

There are also pending codes 1313, 1314, 1315, and 1319. Those all indicate misfires in cylinders 1-3, from the scanner and manual info.

The code was erased and then returned, so it's not an anomoly.

What have we likely got going on here? There are posts about camshaft timing chains and the manual goes into some detail about the camshaft position sensor. The car is down until we figure out what to do. I'd like to perform repairs myself, if possible, to save $$$$. But if it requires a surgeon's skill, then I'm out of my league.

Any information is appreciated. Thanks.

Debster's Man

[Loren]

P1530 Camshaft Adjustment, Bank 1

Potential causes:

- Short to ground.

- Actuator faulty.

Check to see if the triggering wires is shorted to ground.

Unless it is a electrical harness problem then you likely need a new actuator.

P1313, P1313, and P1315 are misfires on that same engine bank (cylinder 1, 2, 3). P1319 just means multiple misfires.

This gives credibility to the actuator problem.

[debster's man]

Thank you! I'll check that out. It's a lot more attractive than other potential causes.

I appreciate the advice very much.

Debster's Man

[debster's man]

Based on the advice above, I checked continuity between the wires in the harness side of the camshaft adjuster connector and ground.

Connection number 1 of the camshaft adjuster connector has continuity to the camshaft adjuster housing. This is the red/blue wire on the harness (female) side of the connector, on your left as you look at the face of the open connector. The connector housing also has labels indicating connection 1 and 2. Connection 2 (grey/red, comes from the Digital Motor Electronics Control Unit) does not have continuity to the camshaft adjuster housing. Is this continuity of the red/blue wire the kind of short to ground that the message above advises about?

It would make sense that the actuator circuit would be a closed loop without a direct ground, but I don't have enough knowledge about this system to make assumptions. My Bentley Publishers service manual has a 1998 wiring diagram that shows red/blue wires from the camshaft adjusters and a number of other engine actuators/sensors coming together at junction 9, but it's not clear (to me) from the diagram what junction 9 is. It's not labeled as a ground, nor do any of the red/blue wires appear to go to a ground anywhere else.

Does this constitute evidence of a ground fault in the wiring that is likely the cause of camshaft adjuster malfunction? Don't want to get my hopes up too far too soon.

Thanks for whatever advice that anyone can offer. We love this car, and would hate for it turn into a money pit.

Debster's Man

[debster's man]

Here's an update on this situation with the Debster:

After trying to diagnose the problem ourselves, a friendly Porsche tech scanned the codes with a Porsche diagnostic system and came up with the same diagnosis - sticking of the Variocam solenoid(s). The dealer service manager said the best thing for now is to "drive it often and drive the snot out of it". OK. The car had been in winter storage and not driven much this spring when the codes began appearing.

It continues to set the codes and I continue to erase them, although the amount of driving between codes does seem to be getting longer. The codes occur under conditions of steady-state cruising or when backing off the throttle. When we look at the detail of the codes, they are most often between 2000 and 3000 rpm and very light load.

In our area, "driving the snot out of it" means going to redline in the lower gears and accelerating hard whenever possible. The presence of law enforcement doesn't allow for much more. Even accelerating with too much enthusiasm can attract enforcement. Have to admit, the car works better the harder you drive it.

The idea of just driving it to free up the solenoids sounds appealing but is concerning in case something worse is going on, and in case the solenoids actually do need to be replaced. So we're going with it for now and hoping for the best.

Debster's Man

[Paul Fraser]

Mmmm. I had this on my Boxster and no amount of 'spirited driving' made the slightest bit of difference and I eventually had it replaced. However, I was getting check lights at idle and not at 2-3k.

[debster's man]

My intuition is that we will need to replace the solenoid also. In the presence of differing direction from our Porsche service guys, though, we'll go along with them for awhile longer.

Debster's Man