Hold on for a second. There are only two options here. The OP is either telling the thruth or is "mistaken".

 

At the end of the day thats all that matters. We enjoyed working with you as well.

 

Back to Easter Bunny.....

Does it actually exist?

 

+1

 

On that point you are 100% wrong. Imre came to me and asked if I could get a bearing as I had gotten him a special before on an application that everyone said couldn't be had. I then helped him source the bearing he got before I knew of any of this. So no, I don't owe Jake anything.

And let false information be out there that you refuse to correct even though you know it is incorrect. That is tantamount to saying it is correct in my book.

 

 

I must say that the l&n engineering "faultless" tool kit is in no way faultless. The damn little circle clip that it supposedly helps install is a nightmare. Mine broke in 5 pieces on the first try.

They are sending me 5 more free of charge. Hopefully one will go in right. The dual row bearing is a thing of absolute beauty. The silly little ring that supposedly holds it in place? I don't know...

The ring snaps into the groove previously occupied by that hefty snap ring on the much narrower stock bearing. I wonder what if anything at all the puny little aftermarket l&n ring will accomplish.

The $800 dollar "faultless" tool is far from faultless in my opinion. They say there is a learning curve to the procedure. I agree. So how about sending a few more circle clips with the damn kit?

 

Then the bearing was not properly centered with the IMS assembly, or inadequate lubrication was used. This is the only time that this will occur, unless the tapered sleeve is utilized backward, in the direction that is designed for bearing extraction, not bearing insertion. When I developed this tool the very first clip was inserted flawlessly, because the tool was properly centered and lubricated, with the tapered sleeve being used in the proper manner.


Customer support is not a problem.

Actually, the internal wire lock is not all that retains the bearing. The unit is also held by the inner race and bearing flange. Again, this "silly clip" is the exact same arrangement that Porsche used on the OEM dual row bearing, in fact, in the early days of the development I installed reused OEM dual row wire locks during test work.

Try to extract the bearing when its properly installed, the force required to break the snap ring is far more than you are assuming. The fact that the wire lock expands into a square cut groove multiplies the effort thats required to remove the bearing, even using the Faultless Tool's hefty extraction force, which is otherwise unparalleled by any other puller.

This is the reason why the tool is not sold to the general public and is designed for professional use, by those that have been properly trained on the function of the tool. This typically occurs in a hands on setting, anywhere across the country, or at my facility.

Over 300 Faultless Tools have been sold this year alone, I can count the amount of support phone calls that we've had to answer on one hand.

Take the time to allow the tool to find center before tightening the plate to the bell house. This is the #1 issue that people overlook. Use heavy amounts of light oil on the OD of the bearing and the tapered sleeve, and ensure the tapered sleeve is being used in the proper direction, one side os for extraction, the other is for insertion. If this is installed backward you will break snap rings over and over as the unit will not compress and the clip will relax at the very point where it should be compressed for delivery into the housing bore.

The learning curve is 90 degrees, if any of the above issues are present.

 

Correct oil filter for IMSS-retrofitted cars? I did some digging and either suck at g00gle or the answer is not easy to find. Any help?

 

NAPA Gold 1348

 

thanks

 

Same place its been for 5 years....
http://theimssolution.com/2016/09/16...on-and-oiling/

 

Ah - my fault. I checked the page but skimmed it poorly. Thanks Jake

 

My '99 C2 is in que for a Stage 1 rebuild (3.4 to 3.6) with the IMSS at Flat 6.