IMS Question

[coreseller]

Originally Posted by 818BoxsterS

Sorry if this has been covered before but I haven't been able to find a clear answer. I have as 2001 boxster S with over 100k miles. A top priority for me was to replace my IMS bearing to the LM Engineering version but recently I have read horror stories where the IMS Bearing failed after it was replaced and I also read that if your bearing lasted past a certain mileage it probably won't fail. Should I or should I not replace the bearing. Any advice would be appreciated.

Having been one of the earlier guys to do a DIY Jake Raby / LN Engineering Ceramic Hybrid IMS Bearing install I will say this......both Jake Raby / LN Engineering did their homework way more than extensively. I had spent probably 50 hours reading and researching before I decided to go ahead and do the install. 2 of my best friends / guys in my wedding have engineering doctorates and work very high up for aeronautical aviation companies, after sending them links containing info on said bearing and background on the original Porsche IMS bearing approach they said without hesitation to proceed with Jake's IMS Retrofit. IMO if you are concerned about the IMS there is no better solution than to have it retrofitted with Jake Raby's IMS Bearing Retrofit option. Here is what I did while having an issue with the transmission addressed:

IMS, RMS, Tranny R & R Tips - 986 Series (Boxster, Boxster S) - RennTech.org Forums

[DennisAN]

Here's my notes on installing the LN bearing myself:

IMS bearing installation - a new owner's retrospective - 986 Series (Boxster, Boxster S) - RennTech.org Forums

[Jake Raby]

Originally Posted by 818BoxsterS

Sorry if this has been covered before but I haven't been able to find a clear answer. I have as 2001 boxster S with over 100k miles. A top priority for me was to replace my IMS bearing to the LM Engineering version but recently I have read horror stories where the IMS Bearing failed after it was replaced and I also read that if your bearing lasted past a certain mileage it probably won't fail. Should I or should I not replace the bearing. Any advice would be appreciated.

There have been a few classic single row failures, but keep in mind that over ten thousand engines have been retrofitted using that bearing (20,000 total using the various technologies that we've developed with LN) so a few failures are to be expected.

There have been zero failures of the Classic dual row, Single Row Pro, or IMS Solution retrofit products.

That said, what creates failures i the installer more times than not. Too many shops now treat an IMSB Retrofit like a brake job after doing dozens of the jobs. They fight the clock to do a job faster and faster, to make more and more money. They do not follow protocol and fail to qualify engines for a retrofit procedure. Qualification means to ensure the current bearing is not failing, and anything else in the engine, for that matter. Wear debris suspended in oil can kill an IMSB in 300 miles, and the finer the particles the easy they suspend in oil and the more damage they do.

Here we will break the 400 mark for IMS Retrofits. This is more than double the number that any other shop in the world has done. 399 installs ago we carried out the very first IMS Retrofit using commercially available parts, and that was the very first LN IMSB ever installed. We developed the process and developed the pre qualification procedures, and we do not make the IMSB Retrofit a quick process, and we pre- qualify every engine to be retrofitted and well as cary out an extensive post- process evaluations.

Having installed 400 units isn't what matters most, having 400 installs with ZERO failures is what counts. Done right an IMSB retrofit isn't a quick, simple process.

[Nine8Six]

I think we've understood long ago that the LN bearing is a hundred times better than the OEM bearing. You'd be silly to think that they are more subject to failures than a OEM bearing. Beside, I've never read anywhere that LN guaranty @ 101% that it won't fail.

The truth is ALL mechanical parts are prone to failure. Simply because of what they are (high school physics?) or in most occasions because they were installed by a less than experienced installer.

What is it with people these days?! They think the guys at LN are magicians or just looking for a life-long warranty on their Pcars?

OP, I'm at the shop and a Chinese dude/colleague is just looking over my shoulder and saying this to you "MAN THE F&^% UP" (I teach them slang like this! there a great use of it)

[Giller]

Originally Posted by Jake Raby

There have been a few classic single row failures, but keep in mind that over ten thousand engines have been retrofitted using that bearing (20,000 total using the various technologies that we've developed with LN) so a few failures are to be expected.

There have been zero failures of the Classic dual row, Single Row Pro, or IMS Solution retrofit products.

That said, what creates failures i the installer more times than not. Too many shops now treat an IMSB Retrofit like a brake job after doing dozens of the jobs. They fight the clock to do a job faster and faster, to make more and more money. They do not follow protocol and fail to qualify engines for a retrofit procedure. Qualification means to ensure the current bearing is not failing, and anything else in the engine, for that matter. Wear debris suspended in oil can kill an IMSB in 300 miles, and the finer the particles the easy they suspend in oil and the more damage they do.

Here we will break the 400 mark for IMS Retrofits. This is more than double the number that any other shop in the world has done. 399 installs ago we carried out the very first IMS Retrofit using commercially available parts, and that was the very first LN IMSB ever installed. We developed the process and developed the pre qualification procedures, and we do not make the IMSB Retrofit a quick process, and we pre- qualify every engine to be retrofitted and well as cary out an extensive post- process evaluations.

Having installed 400 units isn't what matters most, having 400 installs with ZERO failures is what counts. Done right an IMSB retrofit isn't a quick, simple process.

Alright, I'm sold. Sounds to me like a worthwhile upgrade - even just for the piece of mind. Certainly want to enjoy my Box....not worry about every little noise and rattle. What do people recommend as the probable life of the LN? Should it be switched out every 50K? 100k? Thoughts?

[Nine8Six]

Originally Posted by Giller

Alright, I'm sold. Sounds to me like a worthwhile upgrade - even just for the piece of mind. Certainly want to enjoy my Box....not worry about every little noise and rattle. What do people recommend as the probable life of the LN? Should it be switched out every 50K? 100k? Thoughts?

Just get a qualified engineer to install it is all what matters bud. STATS don't lie, quality readers should feel this (naturally!)

These bearings are good for 500,000miles (if you rely on spec sheets)

Mind you a lot can go wrong with your (and my) crappy little M96 lolll

[thstone]

With 100,000 miles you are WAY past the time to ONLY worry about the IMS. With that amount of mileage, there are numerous other components that are just as likely (or maybe more so) to fail - are you going to do anything about those? If not, then just keep driving it, change the oil often, and when it blows replace it. Start saving for a rebuild or replacement now.

For the record, my engine blew at 136,000 miles with 89 track days due to valve lifter failure. I suppose that I should have installed the Valve Lifter Retrofit. Just joking, that doesn't exist and neither does the Timing Chain Sentinel or Carbide Chain Tensioner Guides, but I'm sure you get the point. Oh, and when the engine was torn down for rebuild, the original IMS bearing was in great shape. Your mileage may vary.

[BFeller]

Originally Posted by Giller

Alright, I'm sold. Sounds to me like a worthwhile upgrade - even just for the piece of mind. Certainly want to enjoy my Box....not worry about every little noise and rattle. What do people recommend as the probable life of the LN? Should it be switched out every 50K? 100k? Thoughts?

I rin the IMS Gaurdian on a dual row Boxster. I bought the car with less than 80000 on a clutch that had been replaced once. I have the position that if the bearing fails before the next clutch job, it will be dealt with at that point. If the lasts until the next clutch job, I will replace the bering with the IMS at that point. If I am so inclined at the clutch job, I will also consider sending the entire car to Jake Raby to have the Stage 1 setup installed. Intending to to essentially have the engine prepped for wat I would hope to be prep for another 100k of service prep completed. I fully expect to be installing new tops, suspension, hoses, water pumps etc going. I want to keep the car going until the paint wears out.
N