IMS Fix Options - Too Many Choices
 

The question of what to do about IMSBs just got more complicated. If you’re planning to do some IMSB preventative maintenance, it seems to me your choices are:

1. Change oil frequently, say every 5K or year whichever comes first, using something like Motul 5-40. Check filter at every change for magnetic metal shavings. Cheapest path but leaves the original bearing in the car.

2. Install the TechnoFix DOF (direct oil feed). $800 plus labor. This bathes the IMSB in filtered oil which improves lubrication. I’m guessing DOF option lubricates the IMSB with splash oil if the direct feed fails. It still leaves the old, perhaps worn, bearing in the car. Limited data on bearing longevity available for the DOF option.

3. Install the LN Retrofit. $645 for the Retrofit plus labor. Improved ceramic bearing design with extremely low failure rate. Splash oil lubricated. Reportedly no dual row failures and a possibly a handful out of thousands of single row installations. OEM says inspect / change bearing after 50K miles.

4. Install the LN Retrofit along with TechnoFix DOF. $645 for Retrofit, $800 for DOF ($1445 total) plus labor. Combines the best of options 2 and 3. Direct oil feed and I think splash oil lubricated as a backup if the feed fails. Likely has the same odds of failure as the LN Retrofit alone but I’m guessing. Applies to all M96 engines – dual, single and large bearing engines.

5. Install the IMS Solution. $1725 suggested retail plus labor. Replaces the IMS ball bearing design with a plain bearing that is lubricated by pressure fed filtered oil. Applies only to late 2000 though early 2005 single row bearing cars. Not available for dual row or 2005 or later cars.

If I go the low cost route, I’d pick #3 without question, the LN Retrofit alone. At the high end, I'm more uncertain.

One high cost choice is to do the LN Retrofit with the TechnoFixDOF and face the low odds possibility of the bearing failing. The question in my mind is does direct feed oil extend the bearing life so much that it is worth spending the extra $800. The other high cost bet is install the IMS Solution with the possibility of losing the oil feed and having the plain bearing seize. The question with the Solution is what is the possibility of losing the oil feed.

What are your opinions.

I did #3 and am very happy I did even though my dual row bearing was perfect. You may want to factor in the cost of a clutch since you are in there already, the labor would be mute.

Nice list BTW. That will make it easier for others to compile the information to make an educated decision.

While I didn't mention the clutch in my post, I will replace it while doing the IMSB work. With 105K miles on the car, its a no brainer.

You forgot one option, install the IMS Gaurdian.

"Do Nothing" is a valid choice and warrants consideration.



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there's also tuneRS oiling option (perhaps same as pedro) the pelican bearing, Casper bearing and a vendor on ebay selling some kind of bearing.

This is kind of funny. Five years ago there was only one choice and before that there were no choices.

Don't ever forget that there was a time not too long ago when an engine was completely compromised if the IMSB just began to wear/ fail.

This question has been raised by the opposition who has created something that we developed and tested first in 2007. We made one critical mistake with that, by not patenting it just so someone else couldn't do it. I guess that we thought that anyone else who tested this would see the same negatives that we did and would never even consider crippling the engine in the same manner, at least not purposely. A few years later this isn't the case, so we probably should have spent the time and money to patent it just to shut it down. We were more concerned with the IMS Solution development than that, at the time.

The IMS Solution supply oil line is very strong (braided stainless steel sheathed teflon hose) thats total overkill for the application in both pressure and temperature ratings. The line is tucked up very high and protected by the drivetrain. Looks like I need to do some off road "proving" on video to show just what kind of terrain one can explore and the line still live through it. That means our 500 acre test grounds where nothing is paved, and one junk 2001 Boxster S that will not live through it.

If you use your Porsche the way someone uses a Jeep, you might be concerned; otherwise you won't put it through more hell than I have. When Charles and I did our 6,788 mile "success tour" with the IMS Solution we traveled 107 miles on a dirt road in the test Boxster as part of that trip. When we got back from that trip (almost 7,000 miles in 8 days) the car was in need of a complete rebuild suspension wise.

All of that said, if you have to even consider that the IMS Solution is not the best possible answer to this problem, then the technology isn't for you. Thats the same thing we tell the dozens of people who call us about it everyday and we NEVER "try" to sell the units. Once they hit the market at SSF they have gone very quickly and the next batch will be 3X as large, but will take 4 more months for us to produce.

Here is all we saw for 107 miles just south of the Canadian border, this wash board road was like a death sentence for the car, but the solution lived through it without a scratch. A couple more pics of Banff and the Canadian Rockies, too.
https://fbcdn-sphotos-a-a.akamaihd.n...69016204_n.jpg

https://fbcdn-sphotos-b-a.akamaihd.n...73903441_n.jpg

https://fbcdn-sphotos-f-a.akamaihd.n...59054668_n.jpg

I went with option 5 and could not be happier.

Seems like Option 1 is just being a responsible owner.

I did #3. Install the LN Retrofit. Also replaced the RMS and Clutch at the same time. Very happy with it. Although I will say the OEM Dual Row bearing was in perfect shape when I removed it.

http://986forum.com/forums/performance-technical-chat/45685-oil-leak-pulling-trans-change-rms-ims-clutch-etc.html

Boxslrr, I agree that the recommended oil change frequency and inspection of the oil and filter are consistent with being a responsible owner. However, we must remember:

1. the relatively low failure rates disclosed in production for the class-action suit, were regardless of oil change intervals. It seems that all agree that for frequent oil changes not only increases the chance of diagnosis before failure, but reduces the risk of failure.
2. Porsche's factory recommended oil change interval was about twice as long!

As the owner of a dual-row beaing engine with annual oil changes every 4-5,000 miles, I have decided to wait until my clutch needs replacement. In the interim, I will attempt to keep up to date on the various solutions being offered before making my choice/s.

Brad

rev high and frequently.

service injectors. leaking injectors can put gas in the oil which can accelerate bearing wear.

Option 1.

112,000 miles 996 (still running strong)
126,000 miles silver Boxster (engine still running strong)
204,000 miles black Boxster (when engine finally failed, cause unknown and don't care)

Your mileage may vary.

#2 sounds interesting but that bearing still needs to be serviced sooner than later. Unless everlasting bearings are some new thing I've been unaware of.

So that option by itself is not really a good idea if the bearings are already compromised. Sort like pumping fresh filtered water into a nuclear meltdown. Somewhat self defeating.

I think what many are overlooking is the search for an answer to the IMS problem is somewhat like evolution; many ideas are tried, some are stop-gap in nature, some at first look promising, but very few ultimately prove to be a better pathway. Questions you should be asking yourself are "What could go wrong with this?" and "How well thought out and tested is this?"

My idea from the very first night I disassembled my first M96 was to omit the ball bearing completely from the equation. That first engine didn't die from an IMSB failure, but rather a bad timing chain that lead to serious collateral damages.

I have done option #3 two times; yes I have installed two IMS bearings on the Jägermobile. Why? When inspecting the bearing after 30k or more miles it did not feel as smooth as it did when it was newly installed. I have not had any problems with the LNE bearing, it’s just preventive maintenance (single row bearing).

To help maintain the bearing:
Keep the oil to the max level, a good percentage of the bearing is in oil when the motor is not running.

Frequent oil changes (I change oil 3500 – 4000 miles)

Hi rev that motor every chance you get!

Sound advice Jager. But is the bearing really sitting in oil? Does anyone have a diagram showing this?



Keep the oil to the max level, a good percentage of the bearing is in oil when the motor is not running.

Frequent oil changes (I change oil 3500 – 4000 miles)

Hi rev that motor every chance you get![/QUOTE]

With a full sump of oil on level ground the IMSB is submerged in oil at least 1/3 of its circumference. This is why low mileage cars die early deaths with extended oil service intervals. The oil thats laden with elevated acid levels attacks the seal, hardens it and starts killing the bearing with a stage 1 failure.

Then comes corrosive wear.