My apologies if I missed something in Pedro's video. With the DOF, the filtered oil enters the unsealed bearing through the orifice in the flange which I really like.

Where does the oil go after running through the bearing? Does any pass through into the IMS or does it simply return to the sump?

BTW I think it's awesome that folks like Pedro and Jake have given us these options that allow us to stop worrying about this IMSB nightmare.

Thanks to both of you! :)

Answer is simple - recalls occur when cars fail to comply with federal motor vehicle safety standards or have other safety related problems. IMS failures are considered mechanical problems not safety related problems.

Thanks but I disagree. We should all call NHTSA and complain, they will force the issue to a recall. If my engine blew up from IMS failure at highway speeds, the car can lose control and cause a serious accident due to loss of power and I get nailed in the back by a semi. If this scenario is not a safety concern, I don't know what is???
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

When is a recall necessary?
When a motor vehicle or item of motor vehicle equipment (including tires) does not comply with a Federal Motor Vehicle Safety Standard.
When there is a safety-related defect in the vehicle or equipment.
Federal Motor Vehicle Safety Standards set minimum performance requirements for those parts of the vehicle that most affect its safe operation (brakes, tires, lighting) or that protect drivers and passengers from death or serious injury in the event of a crash (air bags, safety belts, child restraints, energy absorbing steering columns, motorcycle helmets). These Federal Standards are applicable to all vehicles and vehicle-related equipment manufactured or imported for sale in the United States (including U.S. territories) and certified for use on public roads and highways.

What Is a safety-related defect?
The United States Code for Motor Vehicle Safety (Title 49, Chapter 301) defines motor vehicle safety as “the performance of a motor vehicle or motor vehicle equipment in a way that protects the public against unreasonable risk of accidents occurring because of the design, construction, or performance of a motor vehicle, and against unreasonable risk of death or injury in an accident, and includes nonoperational safety of a motor vehicle.” A defect includes “any defect in performance, construction, a component, or material of a motor vehicle or motor vehicle equipment.” Generally, a safety defect is defined as a problem that exists in a motor vehicle or item of motor vehicle equipment that:
=poses an risk to motor vehicle safety, and
=may exist in a group of vehicles of the same design or manufacture, or items of equipment of the same type and manufacture.

Examples of defects considered safety-related:
=Steering components that break suddenly causing partial or complete loss of vehicle control.
=Problems with fuel system components, particularly in their susceptibility to crash damage, that result in leakage of fuel and possibly cause vehicle fires.
=Accelerator controls that may break or stick.
=Wheels that crack or break, resulting in loss of vehicle control.
=Engine cooling fan blades that break unexpectedly causing injury to persons working on a vehicle.
=Windshield wiper assemblies that fail to operate properly.
=Seats and/or seat backs that fail unexpectedly during normal use.
=Critical vehicle components that break, fall apart, or separate from the vehicle, causing potential loss of vehicle control or injury to persons inside or outside the vehicle.
=Wiring system problems that result in a fire or loss of lighting.
=Car ramps or jacks that may collapse and cause injury to someone working on a vehicle.
=Air bags that deploy under conditions for which they are not intended to deploy.
=Child safety seats that contain defective safety belts, buckles, or components that create a risk of injury, not only in a vehicle crash but also in non-operational safety of a motor vehicle.

Examples of defects NOT considered safety-related:
=Air conditioners and radios that do not operate properly.
=Ordinary wear of equipment that has to be inspected, maintained and replaced periodically. Such equipment includes shock absorbers, batteries, brake pads and shoes, and exhaust systems.
=Nonstructural or body panel rust.
=Quality of paint or cosmetic blemishes.
=Excessive oil consumption.

How can I report a safety problem to NHTSA?
If you think your vehicle or equipment may have a safety defect, reporting it to NHTSA is an important first step to take to get the situation remedied and make our roads safer. If the agency receives similar reports from a number of people about the same product, this could indicate that a safety-related defect may exist that would warrant the opening of an investigation. In order to make it convenient for consumers to report any suspected safety defects to NHTSA, the agency offers three ways to file such complaints.

Vehicle Safety Hotline
NHTSA operates the U.S. Department of Transportation’s (DOT) Vehicle Safety Hotline telephone service to collect accurate and timely information from consumers on vehicle safety problems. You can call 1-888-327-4236 or 1-800-424-9393 toll free from anywhere in the United States, Puerto Rico, and the Virgin Islands to register complaints or receive recall information about a vehicle. The Hotline also has Spanish-speaking representatives and offers a dedicated number, 1-800-424-9153, for use by persons with hearing impairments.

Porsche started the change of the IMS bearings in the (calendar) year 1999 which is (model) year 2000. The first part of the MY2000 production run included dual row bearings, which is your particular case.
happy Boxstering,
Pedro

Where does the oil go?...
 

With the DOF after stream of oil is shot into the open-ended bearing, it runs down back into the oil sump to be picked up by the pump and the path starts again (sump->pump-> filter-> oil cooler-> DOF-> beraing-> sump....)
Happy Boxstering,
Pedro

I am! ...
 

here's the proof!

http://i83.photobucket.com/albums/j3...psf3b28f6a.gif

Happy Boxstering,
Pedro

Know of any actual examples where an IMS failure has caused a death or serious injury. If not, then Sisyphus would stand a better chance of getting his boulder to stay the top of the hill than people would in getting the Feds to issue an IMS recall.

Dunno, Porsche's lawyers have those stats locked up in a proprietary dBase. But I would ask the jury if anyone disagreeing would raise their hands and mind being a Guinea pig for statistics sake and I betcha they'll be no takers. I just hope and pray I'm not in the 10% while I keep driving my 986 until I get the fix.

C H E E R S

LoL, good work Pedro, nice to meet you !

C H E E R S

-Mike


http://986forum.com/forums/uploads01...1379612257.jpg

Thanks Pedro!

Hmm... Looks photoshopped to shave a few years off. :D

Haz, approximately how many oil changes did your double row bearing car have up until the failure began? As you shared with us your double row bearing went nearly 2 1/2 years without an oil change. Somehow I don't think the previous owner(s) were good at critical engine maintenance. Do you have the most recent coolant cap? was the coolant tank and water pump ever replaced?

I think the logic is spot on. Typically lawyers will not chop off a whole big group of possible class action members (more $$$$$) unless the documents they reviewed show that the number of cars that Porsche had to fix as part of their engine replacement program differ greatly from the class action members with only single row bearings. The documents given to them by Porsche via subpoena must have confirmed that there was a big jump in repairs needed once single row bearings were used. If the documents showed the opposite that there were just as many, they would have expanded the pool of plaintiffs or filed a separate complaint for dual row cars.

Hat tip to you my good sir :cheers:

I will not argue against you on those questions :) I was merely pointing out that, from what I have hear from people and also read myself up on, the problems with the IMSB didn´t happen the second Porsche changed from single to double bearing.

Yes, most recent 04 cap. Expansion tank replaced, as well as the water pump and the AOS.

I'm more curious about the total number of oil changes (approximately doesn't have to be precise) that you're car had until the failure began.

AFAIK.. and have documentet in the service manual... these are the oil changes as far back as the story books that came with the car can confirm:

Date........KM
24.07.13..158.000
16.05.11..142.688
06.05.08..118.584
16.08.06..106.280
12.10.05..97.354
11.03.03..79.477
09.07.02..54.023
23.07.01..41.700
23.10.00..23.151

Most likely there have been more oil changes than this, as the services above include more than just the oil changes.

I thought the LNE Rretrofit included the DOF?

I had to add the intervals in miles to see it better. Were these Mobil1 oils? It looks like you're missing records for at least 8 oil changes in the first 88K miles/142KMs to get the average mileage between oil changes down to 5K miles.

No it does not.

No. Doing so would only lead to drama, which is what occurs here on the forums.

My book covers this extensively, will be released at the 2014 Porsche Parade.

I am going to get the $800 kit from that guy in the video right now