Quote:
Originally Posted by LoneWolfGal
I reached the same conclusion after encountering the contradictory information. I have come to view Jake Raby as the authority when it comes to IMS bearing replacement. However, Pelican has some useful information about other procedures.
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Jake and Charles Navarro invented the sport, encountering multiple ways not to do a retrofit before they found the optimum solution to the problem that even Porsche originally said was not possible. Several others, including Pelican, tried to come up with simpler or cheaper DIY ways to address the problem, all of which cut corners and led to problems, some fatally. The problem for the indie shops doing retrofits was always the teary-eyed customers that flat bedded their cars to the shop after screwing up the project, only to be told that their engine had to come out and apart to fix what they had done to them with these simpler and cheaper techniques.
Probably the dumbest was an early (Wayne Dempsey days) Pelican procedure that did not use ANY cam holding tools, but instead used Allan head set screws threaded into the back of the engine case thru the IMS flange bolt holes to try and hold the chains by putting pressure on the gear on the rear of the IMS shaft in a vain attempt to lock the chains. Unfortunately, that rear gear is pressed on and slip prone, resulting in that gear being pushed forward on the IMS shaft, and the shaft suddenly jumping upwards and to the right due to the tension on the chains. When this happened, cam timing was lost and there was no way to reposition that gear without taking the shaft out of the engine. We probably encounter a dozen or more cars in this condition that were brought to the shop.
Long story short, there are a lot of wrong ways to try and attempt this retrofit, and one proven right way that now even Porsche has adopted. Do it right and you do it once; do it wrong and you will be spending some serious $ to get out of the hole you created.
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