Another IMS bearing thread - Page 11 - 986 Forum - The Community for Porsche Boxster & Cayman Owners

Walter White · 01-23-2014, 07:20 AM

Quote:

Originally Posted by Jamesp

Here was the thought, sizing the oil hole to allow only a tiny bit of oil (very small hole) would be critical. Additionally the small hole would have a small effect on key strength. Key material could be upgraded if that were found to be a problem.

Your engine is out. Are you going to do it?

Jake Raby · 01-23-2014, 07:30 AM

The hex drive for the oil pump is floating. Also, how are you going to facilitate passing oil through the partition between the oil pump drive and the interior of the IMS tube?

This has already been done, and you will find other complications as you progress.

Walter White · 01-23-2014, 07:37 AM

On the later model IMS bearing, the larger sized bearing, is the bolt pressed into the inner race or is it a slip fit?

Jake Raby · 01-23-2014, 07:41 AM

Quote:

Originally Posted by Walter White

On the later model IMS bearing, the larger sized bearing, is the bolt pressed into the inner race or is it a slip fit?

Buy one and find out! This stuff isn't supposed to be easy, or cheap.

Walter White · 01-23-2014, 08:30 AM

My local Porsche dealer parts department was very helpful when I called about the bolt. He said it is pressed into the bearing and sold under one part number.

So I am wondering if Porsche did this to help conduct heat away from the inner race of the bearing.

Walter White · 01-23-2014, 08:54 AM

Quote:

Originally Posted by Jamesp

I never really looked at taking the oil pump out throught the access panel. I've been more of a "just drop the engine and go to town" kind of a mechanic, so I'm very limited in my knowledge of working on the engine while it's actually in the car. Dropping the engine the first time was a hassle, the second time, not so much. I'm sure as I learn, it will become second nature. From what little I've done, there is a world of difference between trying to work on it in the car, and out on a stand. My sense is that to leave the engine in the car and remove the oil pump getting the front engine mount out of the way would be a benefit. At that point dropping the front down for more clearance seems logical. Someone else who has actually done that can chime in if they have a mind to.

James, I think I am going to pass on this method to get oil. My concerns, other than the extra work of getting to, and modifying the pump and shaft, are that this oil will be hot and dirty. I am not sure using the IMS as a conduit is reliable during many driving conditions (long uphill or downhill runs, acceleration, braking, depending on a mid engine or rear). But I thank you for your suggestion.
I am currently thinking there are many improvements that could be implemented with a new design bolt, one of them is getting oil for the IOF through a larger bolt with a small hole drilled through the center.

Jamesp · 01-23-2014, 01:09 PM

Quote:

Originally Posted by Walter White

Your engine is out. Are you going to do it?

I'm thinking this is round 2 if the grease continues to leave the bearing with the modifications I've already made to the IMS currently in my engine. I plan to replace the clutch and flywheel in about 15k miles and I already have a spanking new Nachi greased sealed bearing in place. I'll go with the modified key concept drawn below if the grease has left the bearing, and to answer Jake's question, a hole at the bottom of the hex drive hole in the IMS shaft will communicate oil pressure between the oil pump and the inside of the IMS tube. I'll top that off with an open (silicon) ceramic bearing open at both sides. and Jake, can you shoot me the patent number on this? I'd like to see what's been done so far in this area. The size of the hole is an interesting point, it would be nice to fill the IMS tube with a mist, not just dump oil in there. And Walter, why do you say the oil on the high pressure side of the pump is dirty?

Walter White · 01-23-2014, 03:14 PM

Quote:

Originally Posted by Jamesp

Walter, why do you say the oil on the high pressure side of the pump is dirty?

Sorry, I didn't meant for it to sound so bad. What I mean is it is unfiltered and has not been through the cooler yet. I think it comes straight from the sump into the pump.

Jamesp · 01-23-2014, 03:21 PM

Quote:

Originally Posted by Walter White

Sorry, I didn't meant for it to sound so bad. What I mean is it is unfiltered and has not been through the cooler yet. I think it comes straight from the sump into the pump.

I don't have a handle on the overall oil flow path yet, even if it was cooled before the trip into the IMS, it wont be cooled when it hits the bearing. More learning.

Walter White · 01-23-2014, 03:47 PM

You might be able to place a filter inside the tube. Maybe a series of fine mesh screen. They could also serve as an anti-slosh device.

Jake Raby · 01-23-2014, 04:35 PM

You need an engine in front of you. The oil path and the configuration posted are two different things.

Someone else has used this configuration to develop a component and made a critical mistake, actually more than one.

Jamesp · 01-23-2014, 04:43 PM

Quote:

Originally Posted by Jake Raby

You need an engine in front of you. The oil path and the configuration posted are two different things.

Someone else has used this configuration to develop a component and made a critical mistake, actually more than one.

Too true. What is #6 om the schematic? that seems to be the place where the proposed oil stealing occurs, but the schematic has no detail in that area, and why should it? oil is not supposed to pass that barrier.

Jamesp · 01-23-2014, 04:47 PM

Quote:

Originally Posted by Walter White

You might be able to place a filter inside the tube. Maybe a series of fine mesh screen. They could also serve as an anti-slosh device.

I'll point out the obvious that splash oil comes out of the pan, so for anyone who is an open bearing splash oil advocate there you are, and, I'm in your camp.

Jager · 01-23-2014, 05:01 PM

Quote:

Originally Posted by Jake Raby

BTW- Their won't be any M96 DVDs, only my assembly manuals. DVDs can't be updated as we develop and understand more.

OK... When will the manuals be available? I hope there will be pictures and drawings in the manuals.

Jake Raby · 01-23-2014, 05:10 PM

Quote:

Originally Posted by Jager

OK... When will the manuals be available? I hope there will be pictures and drawings in the manuals.

Thats up to the publisher.

Its a step by step assembly manual.

BirdDog · 01-24-2014, 08:59 AM

Quote:

Originally Posted by Jake Raby

Thats up to the publisher.

Its a step by step assembly manual.

Really looking forward to getting a copy when it's available...

Walter White · 02-08-2014, 02:57 PM

Is there any chance of drilling a 1/16" hole in the IM shaft from the sump?

Jamesp · 02-08-2014, 05:05 PM

Not sure what you mean. I would not drill the IMS tube between the end fittings from a structural consideration standpoint. That's not to say it would certainly lead to a failure over time, but it's not a slam dunk it won't start a crack and fail the tube over time.

rp17 · 02-09-2014, 06:40 PM

Quote:

Originally Posted by Jake Raby

Someone else has used this configuration to develop a component and made a critical mistake, actually more than one.

James, if I'm not mistaken, there is a fixt that sells a oil feed using something similar to what you describe.

Jake, tell us why wouldn't this work?

Jake Raby · 02-09-2014, 09:08 PM

Quote:

Jake, tell us why wouldn't this work?

Much like the factory cam timing procedure, this configuration of the oil system is missing some critical points.