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Pentosin leak Under Hood ... Clutch Accumulator or Slave?


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Slave part# 996 116 237 52. But while you are replacing the slave you should replace the accumulator part# 996 314 166 00.... But before you start , to be sure you got migration of fluid, take a look at your steering reservoir level to see if it is low....

Edited by jpflip
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I have a pentosin leak under the hood, drivers side. Leak is on the garage floor as well as on the plastic around the filler cap. Is this a Slave or Accumulator problem? Thx in advance!

Common for the Power Steering master cylinder to leak...needing replacement. Usually will drip out behind the front driver wheel somewhere.

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Loren, I think he is talking about fluid migration coming from overfilled clutch reservoir( "on the plastic around the filler cap") due to fluid migration from steering system to clutch system. It is due to a faulty slave. I had the same problem a year ago and did a DIY because of this problem....

Edited by jpflip
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About 6 months ago I thought I had this problem (leaking clutch slave causing front reservoir to overflow). Had all the symptoms like low level in the rear PAS reservoir and was all ready to replace the slave.

But just for kicks I removed the excess from the front reservoir and filled up the rear to where it should have been and made a mental note of how much was in the front and rear reservoirs.

Now 6 months later and a couple of thousand miles - guess what ? The levels have not migrated at all.

So I figure I have a very slow leak in the slave and it can wait a while longer :-)

Loren, I think he is talking about fluid migration coming from overfilled clutch reservoir( "on the plastic around the filler cap") due to fluid migration from steering system to clutch system. It is due to a faulty slave. I had the same problem a year ago and did a DIY because of this problem....

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Loren, I think he is talking about fluid migration coming from overfilled clutch reservoir( "on the plastic around the filler cap") due to fluid migration from steering system to clutch system. It is due to a faulty slave. I had the same problem a year ago and did a DIY because of this problem....

Yes, that is correct, it appears to be coming from the overfilled clutch reservoir( "on the plastic around the filler cap"). thx!

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About 6 months ago I thought I had this problem (leaking clutch slave causing front reservoir to overflow). Had all the symptoms like low level in the rear PAS reservoir and was all ready to replace the slave.

But just for kicks I removed the excess from the front reservoir and filled up the rear to where it should have been and made a mental note of how much was in the front and rear reservoirs.

Now 6 months later and a couple of thousand miles - guess what ? The levels have not migrated at all.

So I figure I have a very slow leak in the slave and it can wait a while longer :-)

Loren, I think he is talking about fluid migration coming from overfilled clutch reservoir( "on the plastic around the filler cap") due to fluid migration from steering system to clutch system. It is due to a faulty slave. I had the same problem a year ago and did a DIY because of this problem....

In my case, I know I had migration . I was carrying a 50cc seringe and a small container, and every day I had to transfer fluid from clutch to steering reservoir, until I discover what was wrong (with the help of Renntech and 6speed) ...It last for about two months because I was not able to get the accumulator. Unable to get it shipped because it is a pressurized container.... There was a discussion about the slave on 6speed lately and I was surprised to read, someone was mentionning the slave after 2008 are modified???? Anybody got more info about this????

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  • 2 weeks later...

Yup, What happens is the check valve in the slave cylinder is over-ridden and the fluid is pushed forward. This is very common with an overfilled power steering reservoir. It has to go somewhere, and typically ends up going forward, ruining the slave cylinder.

Mike

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  • 1 year later...

I have a seep at the front clutch overflow resevoir. Also a low level at the rear power steering resevoir. The car goes to the garage this weekend. Is worth opening the front resevoir and pumping some pentosin out to replace it in the rear? Sounds easy if I can get the front open.

Is this worth doing or should I just leave it to the garage this weekend?

Clutch engagement point is high up and is hard before startup. Otherwise it works ok, so perhaps its ok to drive to the garage?

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I have a seep at the front clutch overflow resevoir. Also a low level at the rear power steering resevoir. The car goes to the garage this weekend. Is worth opening the front resevoir and pumping some pentosin out to replace it in the rear? Sounds easy if I can get the front open.

Is this worth doing or should I just leave it to the garage this weekend?

Clutch engagement point is high up and is hard before startup. Otherwise it works ok, so perhaps its ok to drive to the garage?

It won't hurt to transfer fluid. I did it for a month before I received the parts needed for this repair. Of course, you probably know that you need to get a new slave (for the fluid migration from the steering reservoir to the clutch reservoir) and an accumulator ( for the hard to depress pedal.

Clean up the area properly under the clutch reservoir because this fluid is bad on rubber and you got a big wire bundle in this area that goes to the PSM system....

Edited by jpflip
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I have a seep at the front clutch overflow resevoir. Also a low level at the rear power steering resevoir. The car goes to the garage this weekend. Is worth opening the front resevoir and pumping some pentosin out to replace it in the rear? Sounds easy if I can get the front open.

Is this worth doing or should I just leave it to the garage this weekend?

Clutch engagement point is high up and is hard before startup. Otherwise it works ok, so perhaps its ok to drive to the garage?

It won't hurt to transfer fluid. I did it for a month before I received the parts needed for this repair. Of course, you probably know that you need to get a new slave (for the fluid migration from the steering reservoir to the clutch reservoir) and an accumulator ( for the hard to depress pedal.

Clean up the area properly under the clutch reservoir because this fluid is bad on rubber and you got a big wire bundle in this area that goes to the PSM system....

Was hoping it was just the accumulator. Slave was done 15-20k miles ago! If the front is filling up it can't just be the accumulator then?

Thanks for advice on the transfer. Will give it a try tonight.

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the fluid leaking in front is most like the slave or accumulator. Never do one without the other. If your clutch pedal is hard prior to you starting the car then it is for sure the issue. I just changed mine and I only have 11,000 miles... Probably from sitting. It is an 04 cab TT and my pedal was very firm when the car was off and cold... Which the system is suppose hold the pressure to keep the pedal easy.

Best of luck in the fix,

Bryan

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Interesting your mention of sitting, the previous owner did not use the car much. Have resigned myself to having to replace both. I transferred the fluid to the back and after the drive to the garage it appears to be a slow seep, but best to get it sorted. I want the clutch to engage lower as it's a nightmare to drive in traffic.

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  • 7 months later...
  • Admin

i want to make sure that mine is not low. i cannot get my car in any gear, wheres the reservoir located??? btw im new here, i own 2002 996 c2, thanks guys.

:welcome:

This is in the 996 Turbo section - your C2 does not use Pentosin for the clutch reservouir nor does it have an accumulator. Your car shares brake fluid between the brakes and hydraulic clutch.

The C2 reservouir is under the front hood near the left front tire.

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The set-up between shared clutch and power steering systems seems to be a failed attempt at being sophisticated. The forums consistently report both slave and accumulator failures for this configuration. My 05' 996 TT'S experienced extreme clutch pedal pressure variences. Rather than repair with the same system Evolution has a GT2 conversion kit, eliminating the failure prone system with the more reliable GT2 system. Pedel pressure is now consistent, harder pedal like the GT2/3 setup. Added benefit is the setup lends itself to a sport clutch modification if desired.

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