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Space cowboy, If you would like me to start a new thread with this just let me know and I will be happy to do it. You seem to have a group that is interested in this subject so I thought I could add more issues and maybe help some eliminate the mistakes I may have made along the way.
Let me start with the fact that I bought the L/N bought bearing because I believe that it was the most engineered, researched and tested solution in the market place today. I STILL FEEL THAT WAY! An issue Porsche should have discover at initial design.
My problems as with many DYI folks is we start with enough knowledge to be dangerous but not enough to be knowledgeable. Had the book Jake mentioned been out, I would have purchased it and avoided some of my pain. Nothing beats hands on experience. The thing most of us DYI Folks are sourly miss. For most of the DYI guys I know this process of gaining experience is like therapy to us and we love it. Jake may even have started that way himself. That's why we love and respect your work so much and what all you have done over the years in your writings to help educate us DYI folks. We try and repay you some what by buying products you have designed. I know that does not keep you in business but it is our small way to say thank you. DON"T THINK WHAT YOU HAVE DONE HAS NOT BEEN VERY MUCH APPRECIATED !! IT HAS !!
My saga begins.
1999 996 C2….five chain 3.4 engine (auto trans). With 70,000 miles
Pulled engine and trans. from car. Separated transmission from engine.
Rotated engine to what I thought was TDC.
Pulled cam plug on Bank 1 exhaust exposing cam slot. Verified vertical position of bank 1 exhaust cam with casing split. Inserted exhaust cam locking device for 5 chain engine. Failed to look at Intake cam slot for alignment.
Pulled plug on Bank2 exhaust cam and verified vertical position of exhaust cam slot with case split.
Removed the chain tensioner for cylinders 1-3 only.
This is a picture of the IMS cover that started the process: Looks like maybe some slight oil seepage?
(Can't get pictures to up load...will do it tonight)
Removed bearing with LN bearing puller.
Original bearing removed: Checked bearing and could feel no play in shaft. Removed seal and could see little race scalding no ball pitting. When seal was removed oil was found in bearing BUT no grease.
Installed bearing per instruction. Bearing and LN insert tool were kept in freezer over night, went in and seated with minimal tapping by rubber dead blow hammer. Circlip installed and seated. New L/N IMS cover and three Torx bolts installed and torqued with Curil_T around bolt heads. Center bolt nut and o-ring were installed and torqued with Curil T around bolt head.
Reinstalled chain tensioner for bank 1
Attempted to rotate engine 360 degrees to check bank 2. Never got there. Engine would not turn 360 degrees. Realized I must not have been at TDC for bank 1. Rotated engine counter clock wise back to original start position. Then continued to go counter clock wise for another 360 degrees. Now believed I was at TDC for bank 1. Locked crank and Bank 1 exhaust cam and removed chain tensioner for bank 1. Pushed chain up with finger two times then reinstalled the chain tensioner for bank1.
Rotated engine clock wise for 360 and check Bank 2 exhaust cam slot for alignment. Failed to look at bank 2 intake cam alignment.
Installed torque converter to engine crank. Slid transmission and engine together. Heard pop but assumed it was splines for trans and torque converter aligning. Rotated engine
All seemed well.
Installed engine and trans in car. Started car and idle problem showed up. Checked for vacuum leaks and found and repaired one. Scanned engine and got P-1531 error code.
Next entry will show engine in car with cranked locked at TDC for bank1 with can slots showing so we can guess if alignment is correct.
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