The first thing I did when I got my 996 was replace the IMS bearing and rear seal. The bearing I took out at 64,000 miles was absolutely perfect. The bigger and real probs with the M96 engine are its open deck design and the shitty materials it made out of. I'm on motor three. The original spun a rod bearing and spit out the thrust washers. Motor two ended its life with a cracked cylinder wall. And engine three is a ticking time bomb, probably due to bore scoring. The M96 isn't made to be rebuilt. There are no aftermarket bearings, crankshafts or camshafts. You can't do anything feasible with the cylinder walls except have them sleeved or sent to Jake Raby for a new Nikasil plating. But I still love mine and love it and its ugly ass headlights enough to never want to sell it. Why? Go drive one:)
Applicable to 986 Boxsters as well. Humorous seeing this done on a very clean engine. I believe the LN Engineering procedure mentions removing one and loosening a second chain tensioner; not removing all three. FWIW. Locking TDC before and verifying timing after especially important on single row bearings. Mentioning that would be instructive. Also putting new bearing and insertion tool in freezer before installation is helpful and normal. It would also add value to mention all tools used and alternatives to the Porsche specialty tools when applicable (e.g. for IMS cover removal).
The IMS bearing is on the flywheel end of the M96 engine (996/986). The intermediate shaft functions to drive the camshafts via chains. The factory sealed IMS bearing is subject to wear and failure. If the bearing fails in operation, the engine will be severely damaged. Porsche does not sell the bearing (comes only with a new intermediate shaft, ie. engine teardown required), The basis of this video is replacing the bearing only using an aftermarket bearing.
A mechanical engineer who sets a design for a shaft using both pressurized insert bearings that have clearance for riding on a film of oil along with a roller or ball bearing that essentially has zero clearance should have his ticket pulled and retrained. The ball/roller bearing will in effect be supporting the entire shaft until it gets pounded to pieces-and of course that is just what is happening. On a given shaft it’s either all ball/rollers or all pressurized. Too many parts to these engines especially all the chains; we’ve seen what just one split roller does-- total destruction. Design may look cool with the mass of moving parts, just as long as they all keep moving in their order...
statistics say 70% of all Porsches ever made are still on the road. Poor design? What is your solution? Do you have any patent of your own considering your knowledge of this topic?
There's an article from Autohaus Hamilton in Australia about the IMS. google “Autohaus Hamilton Porsche IMS” The article lists all the models and engines (with engine numbers) that are affected. "The Porsche models that are prone to IMS failure and should be replaced are: All 986 Boxster models. - 987 Cayman & Boxster models up to engine number 61504715 - All 996 models (not including: GT and Turbo models) - 997 3.6ltr with M96/05 up to engine number 6950745" Before 2000 Porsche used a double row IMS Bearing which had a low failure rate, then they switched to a single row until 2005 - 2006 and this single row has had the most problems. After 2005 - 2006 Porsche stayed with the single row but increased it's size and strength and this bearing has had the least problems of all three types of bearings used from 1997 to 2008. The upgraded bearing in the 997 and 987 is unserviceable, meaning you can't reach it unless you strip the entire engine down. Some of the early production 2005 - 2006 987 and 997 might have the pre-upgraded bearing fitted, that's why the engine numbers in the Autohaus article might be helpful in determining which type of IMS bearing is installed. Mr. Jake Raby from Flat 6 Innovations says he has only ever seen 3 M97 engines built after 2006 blow an IMS bearing (Link see comments @ Rennvision by The Knowledge Gruppe. Starting in 2008 Porsche introduced the new 997.2 and 987.2 and switched to a DFI direct fuel injection engine which doesn't have an IMS Bearing.
For all of us concerned about the Porsche IMS Bearing issue - I found a very informative article from Autohaus Hamilton in Australia about the IMS. The article also lists all the models and engines (with engine numbers) that are affected. To read the article just type in “Autohaus Hamilton IMS” into google. The Porsche models that are prone to IMS failure and should be replaced are: - All 986 Boxster models. - 987 Cayman & Boxster models up to engine number 61504715 - All 996 models (not including: GT and Turbo models) - 997 3.6ltr with M96/05 up to engine number 6950745
I saw a repair that had a oil line that went to the bearing from a plate sandwiched between oil filter. This keeps the IMS bearing in oil at all times. A much better repair then this one.
Its an updated aftermarket repair. Thousands more for the kit than this one plus laborfor it is more, this is just a simple replacement of the original.
I got ahead of my self and popped the bearing cover without locking the cams, I stopped there but I'm wondering if I can still rotate engine lock the cam and crank ?? anyone have any input on this!?I have not pulled the chain tensioner out yet
@@sMFq11 this is why the instructions are specific about locking the cams with the crank at TDC and loosening the tensioners. It's almost as if the folks that designed the replacement did some experimenting to find the 'best way'.
hello this is very nice i only have 1 question i have the 2000 996 and i have the ims tool 106-08-1.3 but i can find the tool setup and assemble manual and research on line and cant find it can you please add more photo of the tool thank you
john smith I believe LN engineering says it has a 6 year service life. However Porsche doesn't recommend replacing the bearing. Very few engines have failures, less than 5% if that. The company's that make these bearings are trying to scare everyone into buying their product.
I rebuild transmission for a living and I an currently looking at 04 911 that the ims failed on.honestly this is pretty easy looking to do considering I'm a American mecanic and not a European mechanic.but I do believe they could of used a belt system for timing and left the mechanical parts pressured bearings
if the IMS failed, more than likely so is the engine. It is very difficult to tell when IMS fails. And by the time, you see metal shavings in the motor oil, the damage is done.
I'm planing to buy 2005 Boxter and it has 91k miles and I what to know does this year model have issue with ims bearing failure and the owner of the car said they changed the clutch like on 88k miles and changed rear main seal and checked for ims bearing it looked just fine
Porsche Fanatic mid year 2005 they upgrade the bearing to a double row bearing. Most failures were low mileage vehicles and it was less than 5% failure rate if that. Porsche doesn't recommend replacing this bearing. On top of that, the companies that make these products are scaring everyone away from a fantastic car. They make you think you have to have this product they sell.
old post the risk is low in the 2000 porsche u had a double row bearing from 2001 to 2005 those were the trouble years those years had the single row bearing
@@MrOmgfreak Lots will argue that 'you just can't tell'. But I have a MY2000 with a dual row and pretty much everyone I know that has had 99-2000 996s and 986s had dual row bearings. I know engine numbers aren't 100% scientific but I have found resources on the topic to be pretty reliable. NOT suggesting they're 100% accurate, but fairly reliable. . . For anyone finding this; the Porsche Parts Catalog actually lists engine number cut-off dates for Dual-Row. Although AGAIN, this is known NOT to be 100% accurate, but is a good ballpark for you. If you find yourself 'close' to these engine numbers I would be less inclined to trust it; but if you're well before the cutoff, it's very likely you have an earlier model engine, with the dual row. Remember these engines weren't assembled on site at the final assembly plant; they were assembled and freighted in. So, they maintained an inventory of Engines. I don't know at which point in an engine's lifecycle it received it's final stamping / serial number. Thus, the reason for the discrepancies. Your Engine number (M96) can be found along the bottom most center-seam of the transmission casing. It's probably covered in grime so take a paper towel or steel wool with you when you climb under. 986 Boxster 2.7L - Up to Engine M651 12851 986 Boxster S 3.2L - Up to Engine M671 11237 996 Carreras - UP to Engine M661 14164
After replacing the IMS bearing, keep your tools in a safe place because this bearing will fail again.... There is an upgrade kit that will make it a permanent fix. It is an IMS Bearing and Oiling System Kit, it will cost more than this fix, but if done right, it will not fail again..
Any idea on the time frame for this, my manuals are all giving very different times to even pull the transmission (5-14 hours) and then I'm thinking an hour for actual bearing replacement??
I just picked up a 2000 Boxter for my wife. The guy had just had the clutch replaced, I wish he had known about this. Would have been the perfect time to do it. How hard a job is it?
Pat G it’s a real bummer it wasn’t changed when the clutch was changed, that would have saved you a lot on labor. How do you know it hasn’t already been changed?
+Xentenon They sold 175,000 996's and you call this A flop...This is the model that saved Porsche from bankruptcy. And the headlights--you see similar headlights throughout the Porsche line-up...note I said similar....The only issue was the IMS bearing...don't get carried away...
+MagicAyrtonforever Into bankruptcy? really now.....Bankruptcy. I bought one, my neighbor bought one, trust me we are both very solvent. I just replaced my bearing and he has not... Let's be honest it would have put YOU into bankruptcy.....
Did you say how much it costs to have someone do this replacement? I heard that it was about $900 and it looks pretty simple, if you are a porsche mechanic (I am not) but if I were to buy another Porsche, Id consider having this done up front - maybe with a new clutch - to get a fresh Porsche and avoid the killer fail. Please comment.
The easiest way to avoid this issue all together is by avoiding any liquid cooled Porsche made prior to 2009, except the 911 Turbo. They had a different engine without the problem. Sure the early ones can be had cheap, but it's an expensive gamble that can be avoided.
Easiest way to avoid this issue is to get a good deal on a car with a fresh clutch, ims, and rms, or change those parts as soon as u get the car (your damn self) U jus watched a fkn video of how todo it. Geez! People are soo damn pussy these days. But thats lemons into sweet lemonade. U can get sweeetAzz deals on these.
Can't see why you have to remove the relay to crank the engine without firing to build up oil pressure. Oil pressure will build up immediately if your oil level is correct. We're not talking long oil lines here.
Direct oil feed to this bearing is the most appropriate, unless you replace the bearing every other oil change. I stripped down my Bentley to its short block to fix the head gasket that fails at 50,000mls. I'm a can do guy but still shit my britches.
Tengo un problema con un 2000 Porche boxter 2.7 necesito ayuda alguien que me diga que puede ser ,. El ACEITE SE VA A LOS RADIADORES , Vivo en México No se que puedo hacer o qué le cambio
My 2000 Boxster blew at 120,000 IMS failure. and i am now having a l&n brand put in at Porsche as well as my RMS plus a clutch to save on labor costs down the road. If driving any of these models without an IMS fail safe it will leave you on the side of the road on a hill side in the rain during rush hour like it happened to me. Only problem I have ever had out of my 2 Porsches was that one blew up.
it would be a lot more helpful if you used terms like bank 1 and bank 2, that way people dont have to guess which side you're referring to when saying right and left, it would clarify imo
Thumbs UP. Enjoyed the video being a shade-tree wrench-turner :o) But I have to say that car is WAY to RICH for my blood.. Ouch. I guess I should assume that when purchasing a complete engine rebuild kit that a fully populated Snap-On roll around comes with it? But seriously folks.. Thank YOU FOR the video. It really was VERY informative.
+oppanheimer Germans overcomplicate things, that's why all german cars are VERY unreliable and super expensive to maintain. The technology german cars use to turn on/off the lights is similar to the technology the rest of the world uses to launch nuclear missiles from submarines. :)
***** This is a cost saving measure because they use the same casting for both banks of heads and needed to use an intermediate shaft at both ends to run the cams off the crank. But to put a sealed bearing in place of a pressure fed oil supplied bearing is not over complicated it is absolute stupidity.
"that's why all German cars are VERY unreliable and super expensive to maintain" - Not totally true, expensive to maintain if you can't do repairs / Maintenance your self, and - Porsches are very reliable if you take care of them.
Id love kick the German prick(s), who thought it was a good idea to use a SEALED bearing INSIDE of an engine that is filled with OIL, right in the nuts!
The good part is.. If YOU yourself dont fall apart.. Think of all the fun, joy, clout, excitement, canyon carving, fine foxes, and gettin all your geeks off In your freshly refurbished P car
So much for the often touted superior German engineering prowess. German cars are money pit because if you don't spend hordes of money to maintain it, it will blow up in the worst opportune time, like driving your wife to the hospital. I have a BMW and love driving it but be prepare to dump money into it.
Our 22month old Ford Escape did just that! Broke down on the way to the hospital when my wife was in labor. Bad MAF sensor, but at 2:30AM in the hood, it didn't matter what it was. My Porsche has 99k on it, less problems than my 09 WRX which ignited itself in 2013 and caught on fire.
I have owned my BMW for 2 years now. Bought it with 94,000 miles on it. It now has 111k on it. Sure I have put a thousand in to it. However I purchased this car for 4k under bluebook. So this is to be expected. It needed new tires ($600), a new upper radiator hose, oil filter housing gasket, and a few interior trim pieces. My point is this. My girlfriend drives a Ford fusion with about that same mileage. She takes her car to the mechanic, I service my own. We have spent about the same to maintain both vehicles over that time period. BMW can be affordable to drive if you are not afraid to get your hands dirty. Remember, all cars require maintenance.
I'm sorry, did you say "some Porsche workshops consider it a maintenance item". That is complete b.s. if they think that. Unbelievable. That would be like GM saying that camshafts are a "maintenance item".
@time traveler are we there yet If there is no fuel in the intake tract, how does your choice of fuel reduce carbon deposits? You said you have had not one problem ever. Have you stuck a camera down there to look? The carbon deposits reduce power very gradually. You probably would not notice. In those early DI engines there is no fuel at all in the intake tract, so choice of fuel makes no difference. I also don’t see how oil choice could make any difference. No matter what oil you choose it is going to end up stuck and burnt on the backs of your intake valves, obstructing the air going into the cylinders. Here’s a thread with lots of nice pictures of your engine, all gummed up with carbon: www.6speedonline.com/forums/997/317409-intake-valve-carbon-build-up.html
I know what your talking about ..however i know for a fact good oil plays a factor in less carbon build up hmm let me find somthing ill get back to you. cuz i do have an audi A5 2011 DI runs like a top no issues with build up an e85 does help i got sparkley pistons lol
Ben Kayhan I'm quite sure most intelligent people would do their homework first before buying. I certainly did, from the amount of IMS bearing videos that proved otherwise.
fact is there no definitive number of IMS failures. Everyone on all the forums are feeding off eachother's paranoia. My 99' 996 is still running of it's original IMS at 170k miles. every car has its quirks, each model is known for it's faults, but im happy. it drives down the prices of these wonderful cars. just buy one that is doing fine, and if youre that concerned, just replace the IMS as a precaution and get a sensor for it ~$2k all said and done with labor if you dont wish to do it yourself.
It isn't all about the IMS failures, that's just one problem, these engines also had a nasty reputation for coolant leaks caused by porosity due to inferior castings being made on the 996 and 997generations, also "D" chunk cylinder liner failures. You being a 996 owner would be aware of this..... These engines are nothing but crap and bottomless money pits. I've lost faith in modern European cars in terms of long term ownership. I've lost count on how many friends of mine who have issues with BMW, Audi and VW with water pump failures or glitches with engine management systems and turbos. All this technological wonder on modern engines only leads to more unreliability and huge service costs, once the warranty period expires. Simple truth here is rubber band engines don't last. The point is, why should you being a owner of a prestigious brand go to the trouble of spending of 2K on a engine warning system in case something let's go? That to me is something Porsche should had done, not putting it on owners responsibility to insulate Porsche's reputation.
At first: Great video, very informative. I own a 996 and it already has 90k on the clock. No problems: The engine runs great. I don't think one got to have too much worries about this problem: It is repairable. And for the main status of Porsche 996 and reliability: Ah, there are always people that ruin engines, no matter what brand… ;-)
remove a brand new part with non damage obvervation and replace it for a no oem part with not a single % of guarantee about solve the problem (axis tolerances): PARADOGIC IMS BEARING AMAZING STORIES.
The first thing I did when I got my 996 was replace the IMS bearing and rear seal. The bearing I took out at 64,000 miles was absolutely perfect. The bigger and real probs with the M96 engine are its open deck design and the shitty materials it made out of. I'm on motor three. The original spun a rod bearing and spit out the thrust washers. Motor two ended its life with a cracked cylinder wall. And engine three is a ticking time bomb, probably due to bore scoring. The M96 isn't made to be rebuilt. There are no aftermarket bearings, crankshafts or camshafts. You can't do anything feasible with the cylinder walls except have them sleeved or sent to Jake Raby for a new Nikasil plating. But I still love mine and love it and its ugly ass headlights enough to never want to sell it. Why? Go drive one:)
Applicable to 986 Boxsters as well. Humorous seeing this done on a very clean engine.
I believe the LN Engineering procedure mentions removing one and loosening a second chain tensioner; not removing all three. FWIW. Locking TDC before and verifying timing after especially important on single row bearings. Mentioning that would be instructive.
Also putting new bearing and insertion tool in freezer before installation is helpful and normal. It would also add value to mention all tools used and alternatives to the Porsche specialty tools when applicable (e.g. for IMS cover removal).
The IMS bearing is on the flywheel end of the M96 engine (996/986). The intermediate shaft functions to drive the camshafts via chains. The factory sealed IMS bearing is subject to wear and failure. If the bearing fails in operation, the engine will be severely damaged. Porsche does not sell the bearing (comes only with a new intermediate shaft, ie. engine teardown required), The basis of this video is replacing the bearing only using an aftermarket bearing.
VERY NICE AND INFORMATIVE VIDEO. Do you have a video to change the Cluth for a 2000 996?
any source/link about sensor mentioned in 0:55?
A mechanical engineer who sets a design for a shaft using both pressurized insert bearings that have clearance for riding on a film of oil along with a roller or ball bearing that essentially has zero clearance should have his ticket pulled and retrained. The ball/roller bearing will in effect be supporting the entire shaft until it gets pounded to pieces-and of course that is just what is happening.
On a given shaft it’s either all ball/rollers or all pressurized. Too many parts to these engines especially all the chains; we’ve seen what just one split roller does-- total destruction. Design may look cool with the mass of moving parts, just as long as they all keep moving in their order...
statistics say 70% of all Porsches ever made are still on the road. Poor design? What is your solution? Do you have any patent of your own considering your knowledge of this topic?
that engineer is retired, and goes to Oktoberfest every year to celebrate!!
Is there a reason why you didn't use the bush with oil filter attachment kit?.
There's an article from Autohaus Hamilton in Australia about the IMS. google “Autohaus Hamilton Porsche IMS” The article lists all the models and engines (with engine numbers) that are affected. "The Porsche models that are prone to IMS failure and should be replaced are: All 986 Boxster models. - 987 Cayman & Boxster models up to engine number 61504715 - All 996 models (not including: GT and Turbo models) - 997 3.6ltr with M96/05 up to engine number 6950745" Before 2000 Porsche used a double row IMS Bearing which had a low failure rate, then they switched to a single row until 2005 - 2006 and this single row has had the most problems. After 2005 - 2006 Porsche stayed with the single row but increased it's size and strength and this bearing has had the least problems of all three types of bearings used from 1997 to 2008. The upgraded bearing in the 997 and 987 is unserviceable, meaning you can't reach it unless you strip the entire engine down. Some of the early production 2005 - 2006 987 and 997 might have the pre-upgraded bearing fitted, that's why the engine numbers in the Autohaus article might be helpful in determining which type of IMS bearing is installed.
Mr. Jake Raby from Flat 6 Innovations says he has only ever seen 3 M97 engines built after 2006 blow an IMS bearing (Link see comments @ Rennvision by The Knowledge Gruppe.
Starting in 2008 Porsche introduced the new 997.2 and 987.2 and switched to a DFI direct fuel injection engine which doesn't have an IMS Bearing.
For all of us concerned about the Porsche IMS Bearing issue - I found a very informative article from Autohaus Hamilton in Australia about the IMS. The article also lists all the models and engines (with engine numbers) that are affected. To read the article just type in “Autohaus Hamilton IMS” into google. The Porsche models that are prone to IMS failure and should be replaced are: - All 986 Boxster models. - 987 Cayman & Boxster models up to engine number 61504715 - All 996 models (not including: GT and Turbo models) - 997 3.6ltr with M96/05 up to engine number 6950745
Good overview... BTW, Definite Articles like "the" are free to use in describing the work ;)
Your comment is what I came to this comments section to type.
@@AshtonCoolman I was waiting for someone to ask if the robot forgot his grammar guide.
Great tutorial there.
Thanks from France.
I saw a repair that had a oil line that went to the bearing from a plate sandwiched between oil filter. This keeps the IMS bearing in oil at all times. A much better repair then this one.
Its an updated aftermarket repair. Thousands more for the kit than this one plus laborfor it is more, this is just a simple replacement of the original.
This is how you keep regular Joe Blow from owning a Porsche.
Thanks for the video. Do you have the link to buy the IMS bearing tool kit?
I got ahead of my self and popped the bearing cover without locking the cams, I stopped there but I'm wondering if I can still rotate engine lock the cam and crank ?? anyone have any input on this!?I have not pulled the chain tensioner out yet
my problem is I can't get the. bracket back on because the rear of the ims is loaded and being pulled off cent of the holr
@@sMFq11 this is why the instructions are specific about locking the cams with the crank at TDC and loosening the tensioners. It's almost as if the folks that designed the replacement did some experimenting to find the 'best way'.
hello this is very nice i only have 1 question i have the 2000 996 and i have the ims tool 106-08-1.3 but i can find the tool setup and assemble manual and research on line and cant find it can you please add more photo of the tool thank you
how many years does this IMS maintenance be perform to the car? approximately how much will it cost?
john smith I believe LN engineering says it has a 6 year service life. However Porsche doesn't recommend replacing the bearing. Very few engines have failures, less than 5% if that. The company's that make these bearings are trying to scare everyone into buying their product.
I rebuild transmission for a living and I an currently looking at 04 911 that the ims failed on.honestly this is pretty easy looking to do considering I'm a American mecanic and not a European mechanic.but I do believe they could of used a belt system for timing and left the mechanical parts pressured bearings
if the IMS failed, more than likely so is the engine. It is very difficult to tell when IMS fails. And by the time, you see metal shavings in the motor oil, the damage is done.
I'm planing to buy 2005 Boxter and it has 91k miles and I what to know does this year model have issue with ims bearing failure and the owner of the car said they changed the clutch like on 88k miles and changed rear main seal and checked for ims bearing it looked just fine
Porsche Fanatic mid year 2005 they upgrade the bearing to a double row bearing. Most failures were low mileage vehicles and it was less than 5% failure rate if that. Porsche doesn't recommend replacing this bearing. On top of that, the companies that make these products are scaring everyone away from a fantastic car. They make you think you have to have this product they sell.
@clive jones Scaremongering (alarmisme)
Can anyone tell me if the risk is higher on a 14k miles 2000 Boxster or less ??? Thank you
See. www.por-ims.com
old post the risk is low
in the 2000 porsche u had a double row bearing
from 2001 to 2005 those were the trouble years
those years had the single row bearing
@@MrOmgfreak Lots will argue that 'you just can't tell'. But I have a MY2000 with a dual row and pretty much everyone I know that has had 99-2000 996s and 986s had dual row bearings. I know engine numbers aren't 100% scientific but I have found resources on the topic to be pretty reliable. NOT suggesting they're 100% accurate, but fairly reliable. . .
For anyone finding this; the Porsche Parts Catalog actually lists engine number cut-off dates for Dual-Row. Although AGAIN, this is known NOT to be 100% accurate, but is a good ballpark for you. If you find yourself 'close' to these engine numbers I would be less inclined to trust it; but if you're well before the cutoff, it's very likely you have an earlier model engine, with the dual row.
Remember these engines weren't assembled on site at the final assembly plant; they were assembled and freighted in. So, they maintained an inventory of Engines. I don't know at which point in an engine's lifecycle it received it's final stamping / serial number. Thus, the reason for the discrepancies.
Your Engine number (M96) can be found along the bottom most center-seam of the transmission casing. It's probably covered in grime so take a paper towel or steel wool with you when you climb under.
986 Boxster 2.7L - Up to Engine M651 12851
986 Boxster S 3.2L - Up to Engine M671 11237
996 Carreras - UP to Engine M661 14164
After replacing the IMS bearing, keep your tools in a safe place because this bearing will fail again.... There is an upgrade kit that will make it a permanent fix. It is an IMS Bearing and Oiling System Kit, it will cost more than this fix, but if done right, it will not fail again..
the onlyway to go. Just like the timing chain tensioners of days gone by. Best fix were the oil fed replacement kits.
Any idea on the time frame for this, my manuals are all giving very different times to even pull the transmission (5-14 hours) and then I'm thinking an hour for actual bearing replacement??
25-30 mins.
I just picked up a 2000 Boxter for my wife. The guy had just had the clutch replaced, I wish he had known about this. Would have been the perfect time to do it. How hard a job is it?
Pat G its like a 10 hour job
babykilla999666 Jeezuz, OK so realistically 2-3 days
Pat G we’ve done a ton of them and it only takes us one day but other shops that don’t specialize on Porsche’s may take 2-3 days
Pat G it’s a real bummer it wasn’t changed when the clutch was changed, that would have saved you a lot on labor.
How do you know it hasn’t already been changed?
I asked the previous owner if its been done, he said no real bummer
Is it the 996GT3RS and the facelift model if the 996 turbo the factory had upgraded the IS bearing or they are the same?
+Xentenon They sold 175,000 996's and you call this A flop...This is the model that saved Porsche from bankruptcy. And the headlights--you see similar headlights throughout the Porsche line-up...note I said similar....The only issue was the IMS bearing...don't get carried away...
+Ken Shirk And subsequently put everyone who bought one squarely INTO bankrupcy
+MagicAyrtonforever Into bankruptcy? really now.....Bankruptcy. I bought one, my neighbor bought one, trust me we are both very solvent. I just replaced my bearing and he has not... Let's be honest it would have put YOU into bankruptcy.....
Ken Shirk .
In other words, take the whole damn car apart. Nice job Porsche.
Did you say how much it costs to have someone do this replacement? I heard that it was about $900 and it looks pretty simple, if you are a porsche mechanic (I am not) but if I were to buy another Porsche, Id consider having this done up front - maybe with a new clutch - to get a fresh Porsche and avoid the killer fail. Please comment.
Maan!! .. Bingo!!
You sir, know just what todo.
Fk the haters and crybabies
I had several quotes of around $5000. Canadian.
The easiest way to avoid this issue all together is by avoiding any liquid cooled Porsche made prior to 2009, except the 911 Turbo. They had a different engine without the problem.
Sure the early ones can be had cheap, but it's an expensive gamble that can be avoided.
The 2006 onwards Caymans had the bigger bearing and no issues. I assume similar year onwards Boxsters are the same.
Easiest way to avoid this issue is to get a good deal on a car with a fresh clutch, ims, and rms, or change those parts as soon as u get the car (your damn self)
U jus watched a fkn video of how todo it. Geez! People are soo damn pussy these days.
But thats lemons into sweet lemonade. U can get sweeetAzz deals on these.
Can't see why you have to remove the relay to crank the engine without firing to build up oil pressure. Oil pressure will build up immediately if your oil level is correct. We're not talking long oil lines here.
You want to have the chain tensioners pressurized before you start engine or you could jump cam timing.
Direct oil feed to this bearing is the most appropriate, unless you replace the bearing every other oil change. I stripped down my Bentley to its short block to fix the head gasket that fails at 50,000mls. I'm a can do guy but still shit my britches.
catch oil with a rag lol, I don't know how big ur rags are but I got about 3 litters of oil out when I removed the bottom chain tentioner
But.. So what tho.
Small potatoes
Shouldv just drained the oil prior and be ready for a fresh oil change
Should’ve drained the oil first
Tengo un problema con un 2000 Porche boxter 2.7 necesito ayuda alguien que me diga que puede ser ,. El ACEITE SE VA A LOS RADIADORES , Vivo en México No se que puedo hacer o qué le cambio
My 2000 Boxster blew at 120,000 IMS failure. and i am now having a l&n brand put in at Porsche as well as my RMS plus a clutch to save on labor costs down the road. If driving any of these models without an IMS fail safe it will leave you on the side of the road on a hill side in the rain during rush hour like it happened to me. Only problem I have ever had out of my 2 Porsches was that one blew up.
An IMS replacement bearing is around 30.00.
The LN Engineering Classic retrofit kit is USD $650 plus another USD $225 for the tools.
2005 was the model year of the 997
it would be a lot more helpful if you used terms like bank 1 and bank 2, that way people dont have to guess which side you're referring to when saying right and left, it would clarify imo
Good video well presented
Did he replaced the IMS Bering with a similar Bering
Yes. It will fail to.
And I thought that open heart surgery was a difficult proceedure
Thumbs UP. Enjoyed the video being a shade-tree wrench-turner :o) But I have to say that car is WAY to RICH for my blood.. Ouch. I guess I should assume that when purchasing a complete engine rebuild kit that a fully populated Snap-On roll around comes with it? But seriously folks.. Thank YOU FOR the video. It really was VERY informative.
What's a rubber mallet?
a mallet with rubber ends
A mallet with a rubber head
What a totally fucked up design from Porsche. I thought the germans were at the pinnacle of engineering design; what the fuck is this shit?
+oppanheimer Germans overcomplicate things, that's why all german cars are VERY unreliable and super expensive to maintain. The technology german cars use to turn on/off the lights is similar to the technology the rest of the world uses to launch nuclear missiles from submarines. :)
***** This is a cost saving measure because they use the same casting for both banks of heads and needed to use an intermediate shaft at both ends to run the cams off the crank. But to put a sealed bearing in place of a pressure fed oil supplied bearing is not over complicated it is absolute stupidity.
"that's why all German cars are VERY unreliable and super expensive to maintain" - Not totally true, expensive to maintain if you can't do repairs / Maintenance your self, and - Porsches are very reliable if you take care of them.
Id love kick the German prick(s), who thought it was a good idea to use a SEALED bearing INSIDE of an engine that is filled with OIL, right in the nuts!
True... they all took a stupid pill and turned into Homer Simpson. DOH!
Awesome, appreciate!
so basically take the engine completely apart and lay every part on your garage floor then kick all the parts around.
Lol.
What a crybaby.. Funny comment tho
The good part is.. If YOU yourself dont fall apart.. Think of all the fun, joy, clout, excitement, canyon carving, fine foxes, and gettin all your geeks off In your freshly refurbished P car
then use a magnet, and the first part you pick up, is the first one you reinstall!!
@@wsfwsf1497 oohhh I like that, its like Jenga. I'm sure if all the parts are there. It's fine. Order will restore itself.
So much for the often touted superior German engineering prowess. German cars are money pit because if you don't spend hordes of money to maintain it, it will blow up in the worst opportune time, like driving your wife to the hospital. I have a BMW and love driving it but be prepare to dump money into it.
Our 22month old Ford Escape did just that! Broke down on the way to the hospital when my wife was in labor. Bad MAF sensor, but at 2:30AM in the hood, it didn't matter what it was. My Porsche has 99k on it, less problems than my 09 WRX which ignited itself in 2013 and caught on fire.
Todd Sadler im sure they do and what special tools .most bmw's from 2006 downwards are simple as fuck to fix you must be a tightass
Todd Sadler any car engine can suffer from bearing a failure
I own BMW it is very reliable but what about this Porsche ?. How this problem come from to this Porsche ?, do you guys recommended to buy it ?
I have owned my BMW for 2 years now. Bought it with 94,000 miles on it. It now has 111k on it. Sure I have put a thousand in to it. However I purchased this car for 4k under bluebook. So this is to be expected. It needed new tires ($600), a new upper radiator hose, oil filter housing gasket, and a few interior trim pieces. My point is this. My girlfriend drives a Ford fusion with about that same mileage. She takes her car to the mechanic, I service my own. We have spent about the same to maintain both vehicles over that time period. BMW can be affordable to drive if you are not afraid to get your hands dirty. Remember, all cars require maintenance.
there is an easier way to do this
and u dont have to do all of this
with engine in the car take old one out new one in your done.
Search on youtube for Wheeler Dealers IMS.
I'm sorry, did you say "some Porsche workshops consider it a maintenance item". That is complete b.s. if they think that. Unbelievable. That would be like GM saying that camshafts are a "maintenance item".
just buy a 2009 model and u dont godda worry about this ever.
Then you got carbon deposits in the intake...
nahhh just do a e85 mix that will keep everything clean thats what i do ..not one problem ever
thats they key to DI and the best oil u can buy
@time traveler are we there yet If there is no fuel in the intake tract, how does your choice of fuel reduce carbon deposits? You said you have had not one problem ever. Have you stuck a camera down there to look?
The carbon deposits reduce power very gradually. You probably would not notice. In those early DI engines there is no fuel at all in the intake tract, so choice of fuel makes no difference. I also don’t see how oil choice could make any difference. No matter what oil you choose it is going to end up stuck and burnt on the backs of your intake valves, obstructing the air going into the cylinders.
Here’s a thread with lots of nice pictures of your engine, all gummed up with carbon: www.6speedonline.com/forums/997/317409-intake-valve-carbon-build-up.html
I know what your talking about ..however
i know for a fact good oil plays a factor in less carbon build up hmm let me find somthing ill get back to you. cuz i do have an audi A5 2011 DI runs like a top no issues with build up an e85 does help i got sparkley pistons lol
and run it hard on freeway every blue moon...its worked for me.
DEUTCH QUALITAT mdr !!!
Not really DIY, is it ?....
So a powertrain bearing is a serviceable part, more poor German engineering from the PoMoCo.
After finding out these engines fail due to this bearing irrespective of mileage, I decided not to buy Porsche Euro trash.
Translation: Can't afford or understand German engineering. Go buy a "GO FAST" car.
Ben Kayhan I'm quite sure most intelligent people would do their homework first before buying. I certainly did, from the amount of IMS bearing videos that proved otherwise.
fact is there no definitive number of IMS failures. Everyone on all the forums are feeding off eachother's paranoia. My 99' 996 is still running of it's original IMS at 170k miles. every car has its quirks, each model is known for it's faults, but im happy. it drives down the prices of these wonderful cars. just buy one that is doing fine, and if youre that concerned, just replace the IMS as a precaution and get a sensor for it ~$2k all said and done with labor if you dont wish to do it yourself.
It isn't all about the IMS failures, that's just one problem, these engines also had a nasty reputation for coolant leaks caused by porosity due to inferior castings being made on the 996 and 997generations, also "D" chunk cylinder liner failures. You being a 996 owner would be aware of this..... These engines are nothing but crap and bottomless money pits. I've lost faith in modern European cars in terms of long term ownership. I've lost count on how many friends of mine who have issues with BMW, Audi and VW with water pump failures or glitches with engine management systems and turbos. All this technological wonder on modern engines only leads to more unreliability and huge service costs, once the warranty period expires. Simple truth here is rubber band engines don't last. The point is, why should you being a owner of a prestigious brand go to the trouble of spending of 2K on a engine warning system in case something let's go? That to me is something Porsche should had done, not putting it on owners responsibility to insulate Porsche's reputation.
At first: Great video, very informative.
I own a 996 and it already has 90k on the clock. No problems: The engine runs great. I don't think one got to have too much worries about this problem: It is repairable. And for the main status of Porsche 996 and reliability: Ah, there are always people that ruin engines, no matter what brand… ;-)
buy a Corvette these German cars a pos never seen a good car from Europe
"Never saw"
don't buy Porsche this is piece of shit buy a reliable car buy a corvette please.
Where is Pat, Mario?
remove a brand new part with non damage obvervation and replace it for a no oem part with not a single % of guarantee about solve the problem (axis tolerances): PARADOGIC IMS BEARING AMAZING STORIES.