The IMS discussion thread (Read this first!)
10-27-2015, 04:07 PM
#121
Is it a tiptronic?
They're now admitting that the bearing probably wasn't replaced.
I'm wondering if any of this work was done.
As Gnat mentions above, why would you go this far and not change the bearing?
I'm questioning the invoice itself - all of this work and parts at $0 on a 12 year old out of warranty car with no signatures at the bottom. Just doesn't look right to me.
I'm wondering if any of this work was done.
As Gnat mentions above, why would you go this far and not change the bearing?
I'm questioning the invoice itself - all of this work and parts at $0 on a 12 year old out of warranty car with no signatures at the bottom. Just doesn't look right to me.
10-27-2015, 05:05 PM
#123
10-30-2015, 02:56 PM
#124
Rennlist Member
Join Date: Sep 2015
Location: Northern Chicago Suburbs IL USA
Posts: 99
Likes: 0
Received 1 Like
on
1 Post
Sorry for what might not be a smart question, but here goes. How does the car, being a tiptronic, explain the use of coolant and pentosin? All the 996s have coolant, and the pentosin is what, brake fluid or power steering fluid???
10-30-2015, 03:51 PM
#125
Removal of the tiptronic transmission requires removal of a coolant line. Pentosin is the ATF for topping off the tiptronic.
10-30-2015, 04:19 PM
#126
Instructor
10-30-2015, 05:59 PM
#127
Rennlist Member
Join Date: Sep 2015
Location: Northern Chicago Suburbs IL USA
Posts: 99
Likes: 0
Received 1 Like
on
1 Post
I thought the engine/transaxle would be removed as a unit from the car to do the IMSB. Then the coolant system would be opened up on standard gear box cars or tiptronics.
I didn't know you would remove the transaxle from the car and leave the engine in there. Interesting, thanks.
Hollywood, I'm glad I wasn't the only one wondering. Good luck with your 996.
10-30-2015, 07:25 PM
#128
Yea, removing just the transmission is sufficient for '99 to '01 models. '02 and newer require removal of the engine and tip as one piece.
Oh, thanks.
I thought the engine/transaxle would be removed as a unit from the car to do the IMSB. Then the coolant system would be opened up on standard gear box cars or tiptronics.
I didn't know you would remove the transaxle from the car and leave the engine in there. Interesting, thanks.
Hollywood, I'm glad I wasn't the only one wondering. Good luck with your 996.
I thought the engine/transaxle would be removed as a unit from the car to do the IMSB. Then the coolant system would be opened up on standard gear box cars or tiptronics.
I didn't know you would remove the transaxle from the car and leave the engine in there. Interesting, thanks.
Hollywood, I'm glad I wasn't the only one wondering. Good luck with your 996.
Last edited by Ahsai; 10-31-2015 at 01:00 PM.
10-31-2015, 12:06 PM
#129
Advanced
Is it possible to only drop the Tiptronic and leave the engine in place? I've been quoted an additional 10 hours to replace an IMS on a Tiptronic equipped car over a standard 6-speed. I think this was because Tiptronic cars have to remove the engine and transmission as a whole. True?
10-31-2015, 12:52 PM
#130
Ok, I was only half right. 02 and newer do require removal of the engine and tip as one piece.
01 and older requires only renoval of the trans itself.
See RFM and PTEC posts here
http://www.renntech.org/forums/topic/34021-engine-removal-for-2003-tip-to-do-ims/
01 and older requires only renoval of the trans itself.
See RFM and PTEC posts here
http://www.renntech.org/forums/topic/34021-engine-removal-for-2003-tip-to-do-ims/
Is it possible to only drop the Tiptronic and leave the engine in place? I've been quoted an additional 10 hours to replace an IMS on a Tiptronic equipped car over a standard 6-speed. I think this was because Tiptronic cars have to remove the engine and transmission as a whole. True?
11-02-2015, 07:28 PM
#132
Race Director
They're now admitting that the bearing probably wasn't replaced.
I'm wondering if any of this work was done.
As Gnat mentions above, why would you go this far and not change the bearing?
I'm questioning the invoice itself - all of this work and parts at $0 on a 12 year old out of warranty car with no signatures at the bottom. Just doesn't look right to me.
I'm wondering if any of this work was done.
As Gnat mentions above, why would you go this far and not change the bearing?
I'm questioning the invoice itself - all of this work and parts at $0 on a 12 year old out of warranty car with no signatures at the bottom. Just doesn't look right to me.
11-08-2015, 10:24 PM
#133
Drifting
Join Date: Sep 2011
Location: Ephrata, PA, USA now. Originally from the UK
Posts: 3,075
Likes: 0
Received 19 Likes
on
15 Posts
question for Jake Raby
Jake:- How many 996 engines (if any) containing the original double row IMS bearing have you known to have failed catastrophically. The years 98 to part of year 2000????? I have no idea how many 996 engines were produced during these years. I am not interested in how many owners have changed bearings as a PM procedure. Just the double row originals that have failed catastrophically. TIA.
11-08-2015, 10:42 PM
#134
Former Vendor
Jake:- How many 996 engines (if any) containing the original double row IMS bearing have you known to have failed catastrophically. The years 98 to part of year 2000????? I have no idea how many 996 engines were produced during these years. I am not interested in how many owners have changed bearings as a PM procedure. Just the double row originals that have failed catastrophically. TIA.
The issue with a dual row is IF it starts to fail it takes too long to fail. This is a big deal, because it sheds twice as much wear debris as a single row, and that wipes out the cylinders, crank, oil pump, scavenge pumps, and even the cam journal surfaces of the heads.
We see probably two dozen dual row failures a year here, but the numbers have dropped over the years, due to more engines being retrofitted each year.
Last year dual row, and single row bearing sales were almost even, which is why distributors decided to add the dual row IMS Solution to their offerings.
11-09-2015, 04:42 AM
#135
Drifting
Join Date: Sep 2011
Location: Ephrata, PA, USA now. Originally from the UK
Posts: 3,075
Likes: 0
Received 19 Likes
on
15 Posts
I don't have the exact numbers handy right now. I will say that the dual row bearings are usually caught before they grenade completely, since the dual row unit is strong enough to hold together twice as long as a single row. They stay at stage 3 failure for a decent time, while the single row jumps stage 3 pretty much and just falls apart.
The issue with a dual row is IF it starts to fail it takes too long to fail. This is a big deal, because it sheds twice as much wear debris as a single row, and that wipes out the cylinders, crank, oil pump, scavenge pumps, and even the cam journal surfaces of the heads.
We see probably two dozen dual row failures a year here, but the numbers have dropped over the years, due to more engines being retrofitted each year.
Last year dual row, and single row bearing sales were almost even, which is why distributors decided to add the dual row IMS Solution to their offerings.
The issue with a dual row is IF it starts to fail it takes too long to fail. This is a big deal, because it sheds twice as much wear debris as a single row, and that wipes out the cylinders, crank, oil pump, scavenge pumps, and even the cam journal surfaces of the heads.
We see probably two dozen dual row failures a year here, but the numbers have dropped over the years, due to more engines being retrofitted each year.
Last year dual row, and single row bearing sales were almost even, which is why distributors decided to add the dual row IMS Solution to their offerings.
Last edited by Hurdigurdiman; 11-11-2015 at 06:14 AM.