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Yup, it's from heat treating. The IMS Solution flange is manufactured in a similar process to a crankshaft with heat treatment and then grinding. They are then plasma coated with DLC by Sulzer Metco which gives them the black.
For those of you wondering about the state of Solutions (or lack of availability), we should have them all back from DLC on Friday and can start filling back orders. Sorry it's taken so long - they are a labor of love. The batch was started last year. Good news we should have plenty to last a while and have another batch already in process since they take so long to make.
Another install here that shows similar heat marks. I wonder if it's due to some type of heat treatment of the flange. Already sent an email to Charles and Jake. Let's see if they will chime in.
Gotta love it when people go out of their way trying to find a problem with anything they possibly can... Even when they have no idea what they are looking at.
That mark is on every unit, some cameras pick it up more than others. This is a combined effect of the surface heat treatment of the flange, coupled to the DLC process.
Why don't you see that mark on others products? Because they are not heat treated.
Gotta love it when people go out of their way trying to find a problem with anything they possibly can... Even when they have no idea what they are looking at.
If that was directed at me, it was merely a curious question and nothing more. But of course you're used to having people bash you so it is understandable that you would have that mentality.
Gotta love it when people go out of their way trying to find a problem with anything they possibly can... Even when they have no idea what they are looking at.
I was wondering what that too, Always colorful Jake good to see you have the same attitude you had when you were on Pelican doing the 912E thing back in the day
Does the flange its self have any rotational forces on it or does it just hold the bearing? If it just holds the bearing then I wonder why the DLC? I've used DLC in suspension components for years, but only as a friction/sticktion reducer
Does the flange its self have any rotational forces on it or does it just hold the bearing? If it just holds the bearing then I wonder why the DLC? I've used DLC in suspension components for years, but only as a friction/sticktion reducer
The flange is the wear surface, for longitudinal and rotational loads. Using DLC on these components is done primarily for cold start wear.
After 5,200 start cycles, a DLC coated flange had zero measurable or visual wear.
DLC adds a ton of cost to these products, but it's worth it. I did all the development and I know what changes it made.
All DLC is not the same, we tried 3 companies and 6 different profiles before deciding which to utilize. It's overkill, and overkill is just right.
The flange is the wear surface, for longitudinal and rotational loads. Using DLC on these components is done primarily for cold start wear.
After 5,200 start cycles, a DLC coated flange had zero measurable or visual wear.
DLC adds a ton of cost to these products, but it's worth it. I did all the development and I know what changes it made.
All DLC is not the same, we tried 3 companies and 6 different profiles before deciding which to utilize. It's overkill, and overkill is just right.
I'm aware of its properties, hence me asking if the flange sees any rotational forces. Years ago DLC and TiN coats used to be cheap. But a prices have gone through the roof.
The silver plain bearing inside the shaft is solid and has no moving parts in it. It's fixed to the shaft by the snap ring. When the shaft rotates, that bearing rotates against the stationary flange.
Wow! I just read through this whole thread. A ton of great info and am anxious to see Ashai's completed results. I'm not too far north of you as well so willing to help if you need it (doesn't look like it though!) or join up for a get together just to see your work.
I have not experienced an engine failure but my car's PO did and replaced the whole engine with an IMSB "fix" but don't know from where. I'm trying to get the maintenance records so I know what was done.
I am a hot rod guy and also owned numerous Corvettes. While all cars have issues compared to my other cars, these 996's seam to be very problematic. I love the car and it is a blast to drive (it could use a bit more power though) and I'd like to keep it for many years but am concerned about the motor.
From some of the "debates" on here, it is unclear as to whether the IMSB fix actually works or not. My car has 65K miles and only 25K miles on the engine. I think I will do the spin on oil filter and drain plug swap but is there anything else that can be done to ensure engine life longevity?
I wonder what the actual percentage failure rate is? Am I being overly worrisome (just because you're paranoid doesn't mean that they ain't out to get you! )? I read every post here thinking that if my engine blew I'd want to tackle a similar build. And as a hot rod guy, of course I'd want to do performance upgrades while doing the rebuild (thus making it even less reliable? ).
All of these questions have probably been addressed here before but I figured this thread is already 35 pages long so what's a few more posts going to hurt?
Anyway, good luck with the build Ashai. Are you planning to do any other work to the car after the engine is done?
And thanks to all who have posted very knowledgeable information here.
04-27-2016, 04:39 PM
)? I read every post here thinking that if my engine blew I'd want to tackle a similar build. And as a hot rod guy, of course I'd want to do performance upgrades while doing the rebuild (thus making it even less reliable? 
).