IMS failure

[Jamesp]

It's easy to change the bearing. It's easier to screw up changing the bearing. It has to be done following particular steps or the job can become very complicated.

[CHRISP357]

Forget about it. Drive it until it needs a clutch, then throw a new bearing in at that time. Don't waste a minute of your Porsche time thinking about it before then.

[Mark_T]

Originally Posted by CHRISP357

Forget about it. Drive it until it needs a clutch, then throw a new bearing in at that time. Don't waste a minute of your Porsche time thinking about it before then.

+1... what he said.

[thom4782]

At 118K, your probably close to needing a clutch replacement if your on the original one. So when you do go to replace the clutch add an IMS replacement to the job. Total out the door about $3K for both.

[BIGJake111]

Originally Posted by CHRISP357

Forget about it. Drive it until it needs a clutch, then throw a new bearing in at that time. Don't waste a minute of your Porsche time thinking about it before then.

This is your answer. It is also commonly argued that getting the engine in the higher rev range once warmed up from time to time is good for it. Ims failures seem to be most common in cars that sit and rarely go above 3k rpm. Those that drive the cars (somewhat) hard seem to have far fewer failures.

[flaps10]

Originally Posted by BIGJake111

This is your answer. It is also commonly argued that getting the engine in the higher rev range once warmed up from time to time is good for it. Ims failures seem to be most common in cars that sit and rarely go above 3k rpm. Those that drive the cars (somewhat) hard seem to have far fewer failures.

Unless you don't know how your ~100k engine has lived for the past 10-15 years. With any luck the OP will get to clutch time without having to find out.

To the OP, this engine shares little in the way of layout with the B18 (great engine btw) - The M96 has four cams, five cam chains, three oil pumps, no replaceable bearings where there should be (cams), some parts you've never even contemplated (vario-cam and foam separators) and the most absurd method of assembly I have ever seen - but the basics of crank bearings, rods, wrist pins, rings, valves, etc will carry you should you need to split momma's car open.

Think of it as a series of projects, each something you can wrap your head around as you go. Anytime I found myself lacking confidence over the next thing that needed to be done I would clean the work bench, put tools away and sweep the garage floor.

With apologies to people who are weary of declining book values, I find it hard to stay out of some threads.


...is not an approach to problem solving where I come from.

For those that like to quote "10% for single row, 1% for double row", if the product my employer makes failed 0.1% there isn't a one of you who could board an aircraft without hurling your breakfast and most would elect to take ground transport.

As an engineer I feel that one percent failure is poor execution, ten percent is damn near criminal. If 10% of KIA engines failed (they don't) no one would buy them.

If anything I design ever resulted in 10% of our customers on our door step I would be hard pressed to find a job flipping burgers.

[seningen]

Originally Posted by CHRISP357

Forget about it. Drive it until it needs a clutch, then throw a new bearing in at that time. Don't waste a minute of your Porsche time thinking about it before then.

+1

Every Boxster I have owned I had done the IMS because I bough each with an engine or tranny issue. That's about 6 Boxsters and a 996.

My last Boxster is my track car with 100k miles on it. I didn't do the Ims retrofit on it until I was ready to split the tranny and engine apart.
I put 5000 miles, most of that hard high revving track miles.

Didn't want to take the car out of service.

This spring I did do the Ims, but only because I was upgrading the clutch and putting in a Lwfw

I'm a strong believer in the retrofit, but even I was willing to weigh my odds until I was in there anyways.
Mike