LNE IMS Retrofit Sticker...where should it go?
 

I did the IMS Retrofit recently and I have kind of a silly question. Where should I put the serial number sticker? Door jam? Under front hood? Trunk? What is the convention on this...I don't see any recommendation on the install doc.

Mine was put in the driver's side door jam by the approved installer.

I looked high and low...
&*#$%^, where is it? I know I had an IMSR done.
My sticker ended up on next to the emissions diagram on the underside of the rear trunk lid.

To avoid affixing a sticker to paint I put it on the option sticker under the front trunk lid.

Well crap. Three replies, three different answers.

Make that 4.
The place that just did my IMSB stuck it in the service book, next to the stamp for the service they'd just done.

Remembered seeing this a while back - Jake Raby said it goes in the door jamb if done at their facility. Post 32.
http://986forum.com/forums/general-discussions/53956-close-gets-ims-save-2.html

As I mentioned my installer is approved and he put it in the door jam. It's also the first place he looks on any 986/996 to see if the IMSB was replace during a PPI.

http://986forum.com/forums/uploads01...1413425387.jpg

Well, I have replaced my IMS bearing twice… What should I do with this decal??

http://986forum.com/forums/uploads01...1413509181.jpg

Put it on ebay. :p

Jager, was the second replacement because of failure of a LNE double row unit?
AKL

No failure, just did not feel as smooth as a new bearing. I had the transmission down doing a clutch replacement and decided to check the bearing. Turned it with my fingers and it didn't feel silky smooth (as a new one), so I replaced it.

Also note that I have a single row bearing.

Thanks for the reply. I am going to replace with the double row in my '02 single row.


AKL

When I performed the install several years back Jake told me to place the sticker on the inside of the driver's door jamb just above the striker bar.

http://i46.photobucket.com/albums/f1...psdca72f9c.jpg

I kept my bearing. Whats the point? Resale value?(Sorry Jake) I kept mine and fiddle with it from time to time. Eventually I will crack it open or I put it on ebay. Until then it sits on my desk.

That one was a long time ago, back when we sold IMS bearing kits to the public, not just installing them.

As far as keeping your old bearing:
Doing this means you have no warranty. The reason the old bearing is to be returned is so it can be inspected and entered into a data base reflecting the IMSR serial # that you were issued. This is so LN can ensure that your old bearing was not failing, because if it was, your retrofit bearing will also likely fail, unless extreme measures are taken.

I did mine in the early days; not sure there was a sticker.....believe it or not dual rows were not good as there was no extraction method!! I don't have a sticker and didn't return the bearing!! This must have program put in place later?

I can remember experienced porsche service personnel saying "don't worry about it unless you are super aggressive with it". :eek:

There has always been an extraction method. I released the extraction procedure BEFORE the very first IMSR kit was sold.

The bearing return policy has always been the same, its part of the return policy and has been since day #1.

Yeah, thats back when I was told that the bearing was impossible to extract, and that it wasn't serviceable and that I was lying when I said I had developed the extractor and retrofit procedure.

Yes, those were the days...

I was speaking of dual row versus single row extraction. Early on, according my information, there wasn't a known extraction method for the dual. Yes of course there was no kit yet either

Again, my procedure was the first for the dual row, and the RIMSEXT_01 was also the first extraction tool that was developed, and from day one it was designed to extract the dual row bearing.

The procedure and RIMSEXT_01 extractor tools were both developed before the first IMSR bearings were commercially released to the market.

Yes, Jake that is how / what I have in my car....it is the LN bearing and the LN tooling used. I appreciate the development.

......correct or not I do recall gingerly waiting it out until the dual row kit was available as my model year could have had either. It was early on and one could drop the trans. and be out of luck if a shallow dish flange was staring at you.

No LN kits were sold until my retrofit procedure was adopted for the dual row.
Prior to this the only IMS component sold was the triple row fitted shaft assembly, requiring engine disassembly for fitment.

The very first LN IMS component was a quadruple bearing fitted shaft assembly, I built the first engine to ever be fitted with an LN bearing, using that shaft. It's still alive.

Jake,
I did my own install of the dual-row LN bearing last summer. Since it was an owner-install, there's no warranty. If I sent you the used factory bearing, would you still examine it and render an opinion to me?

Applause for your miles.

Did you send the old LN back to Charles for them to look at?

What was the condition of the engine before the first LN install? Clean of debris?

How does the original bearing failing impact a new bearing? And what's an expected life for a replacement bearing if the original is failing...at least long enough to make the replacement worth it?

Hi Mike,
No I did not send the original bearing for LNE to look at, although I still have it and could send it to them if they really wanted it or needed it for failure testing. I decided to keep the original bearing as a trophy and show-n-tell conversation piece. Sometimes I pull it out of the drawer and just admire it, to spin it between my fingers and think of how many times that bearing has spun inside my motor, at outrageous velocities, and to think how that small part has created so much heart ache and pain for some yet opportunity and happiness for others… oops I digress… back to the point.

At the time I replaced the bearing I had no signs of failure, I just felt that I was pushing my luck with the high miles on the Jägermobile, it had over 200K miles on the odometer at the time. Attached is a photo of the original bearing. It spun freely with no resistance, not as smooth as a new LNE bearing by any means but it seemed to be OK. I am not a bearing expert; I’m sure spinning a bearing with your fingers is not complete and proper analysis, but my original bearing spun smooth and freely. There was a little play with the center bolt that a new bearing does not have, maybe a sign of some wear??


http://986forum.com/forums/uploads01...1414895340.jpg


I change the oil every 4,000 to 5,000 miles, with each oil change I cut the filter open and inspect it. I have never found any debris of any kind, inside or outside the filter. I also have a LNE magnetic drain plug and have never seen anything on it to be concerned about when I inspect it.

The bearings don't come to me, they go to LN.. My part of the classic retrofit bearings has been over for a long, long time now.

Debris from the original failure will remain within the engine, being very difficult to remove. These will chew the internals of the engine, and the retrofit bearing to bits.

If a bearing failed, the IMS assembly can also be compromised as it can see collateral damage in the form of housing runout. This can easily create a wobble and harmonic that will shred the retrofit bearing in short order.

This is why preventative retrofits are the only way to go- people won't listen to this until they have wasted 20K by thinking that it can't happen to them.

I have two "criers" this week... Those are failure calls where the owner starts crying.