Swapping engines

[LoneWolfGal]

Originally Posted by elgyqc

My comment was in the context of replacing the chain tensioner pads, which it is logical to do if the engine is out of the car. If only the IMSB is to be replace one lock would be enough.

Ah, that makes sense, Grant. I do plan to replace the Variocam wear pads after the IMS bearing, and I've borrowed the official kit, which comes with its own set of cam locks.

[LoneWolfGal]

I've been notified that my "IMS Solution Bearing Replacement Kit for Dual Row IMS 97-01 Boxster 911 Models" has shipped! Let no snowstorm or other act of God delay its delivery (or there will be whining).

[LoneWolfGal]

While waiting for the Solution to arrive I've been researching bore scoring, second only to IMS bearing failure in causing catastrophic failure in Porsche engines. I own a borescope and had planned to eyeball the cylinders through the spark plug holes, as I have done with conventional engines. However, I've learned from LN's pre-qualification procedure and from videos at flat6innovations.com (Jake Raby's company) that this method is not sufficient, that one must remove the sump cover and examine the cylinders from underneath. D'OH! There is a ray of light, though. It seems M96 engines are less prone to bore scoring, because the pistons are cast rather than forged (https://www.youtube.com/watch?v=G7idZe6qAtg 9:45).

So I'm idling in neutral at the moment. Perhaps my almost OCD-level perfectionism will force me to unbolt the sump cover and have a look. But doggone it, as I've complained before, making this new engine bulletproof is like yanking a piece of yarn on a sweater. It's only 1 pm here on the West Coast, but it feels like beer thirty. And I don't drink.

[LoneWolfGal]

In the interest of settling the questions about which and how many cams to lock, here are a couple excerpts from LN's IMS Solution installation manual:

"Lock right side (when facing flywheel) camshaft in place using IMS pro tool kit camshaft timing jig. Use the shorter cam lock on 5-chain and longer one on 3-chain engines."

[Note from LWG: The exhaust cam is not specified above, but an accompanying photo shows the bottom cam, the exhaust.]

"Some installers prefer to lock camshafts on BOTH banks of the engine. This is a practice that is not required, and is a matter of personal preference. With the crankshaft, and one bank of camshafts locked, all timing chains will be held tightly in the proper position for a successful IMS Retrofit procedure."

[LoneWolfGal]

Crank locked at TDC and bank 1 exhaust cam locked down. Well... the cam's almost locked down — a drill bit is holding the lock in place until I can obtain the appropriate bolt. Anyone happen to know the specs on the bolt I need?

I didn't have a 24 mm open-end wrench to turn the crank with, so I used a large metric crescent wrench. (I own a lovely matched set of metric and SAE crescent wrenches.)

[LoneWolfGal]

The hydraulic tensioner under the air conditioning compressor has been torqued so much I couldn't break it loose with a breaker bar on the 32 mm socket without the engine moving on the lift table. The engine is positioned exactly where I want it; I don't want it to move. Tapping the breaker bar with a heavy rubber mallet tomorrow should break it loose. I call that an "old-school impact wrench." I've marked each tensioner and its housing with matching numbers — 1-1, 2-2, 3-3. After the tensioners are removed, I'll stuff plastic wrap in their respective holes to keep stuff out.

Then it will be time for sacrilege: defacing the crankcase by cutting a notch for the oil fitting on the Solution's IMS flange. Talk about an invasive procedure! However, I acknowledge the necessity. There seems to be a variety of methods for creating the notch, but I plan to use the LWG method, which involves tungsten-carbide burr bits, my new Ryobi, and eye protection.

[elgyqc]

Originally Posted by LoneWolfGal

Crank locked at TDC and bank 1 exhaust cam locked down. Well... the cam's almost locked down — a drill bit is holding the lock in place until I can obtain the appropriate bolt. Anyone happen to know the specs on the bolt I need?...

It is the same bolt that holds the pressure plate to the flywheel. Since you are not supposed to reuse these you should have some available.

[LoneWolfGal]

Originally Posted by elgyqc

It is the same bolt that holds the pressure plate to the flywheel. Since you are not supposed to reuse these you should have some available.

Thanks, Grant. Good idea. But the pressure plate and flywheel are attached to the old engine, which I haven't dropped yet.