IMS seal removal to prevent failure. Anyone?
04-29-2014, 02:53 AM
#31
Former Vendor
Again, be more concerned with rod bolt failures on the track than IMSB issues. This is especially true with the S engines as their larger bores have heavier pistons and increase the changeover loads on the rod bolts dramatically. Couple this to the characteristic of the steeper rod angle of the 82.8mm crank of the 3.6 and 3.8 with the shorter rod that these engines use and its a formula that doesn't make a lot of sense.
04-29-2014, 06:31 AM
#32
04-29-2014, 10:06 AM
#34
04-29-2014, 11:50 AM
#35
Former Vendor
04-29-2014, 08:15 PM
#36
Rennlist Member
Then don't read it! This is a 997 forum. This is a 997 question/thread. If you don't like to look at facts and would rather bury your head in the sand, then by all means do. You're the one choosing to click the mouse to select the topic and read the thread. Solution for your headache is easier than the solution for IMS issues.
04-29-2014, 08:16 PM
#37
Rennlist Member
Again, be more concerned with rod bolt failures on the track than IMSB issues. This is especially true with the S engines as their larger bores have heavier pistons and increase the changeover loads on the rod bolts dramatically. Couple this to the characteristic of the steeper rod angle of the 82.8mm crank of the 3.6 and 3.8 with the shorter rod that these engines use and its a formula that doesn't make a lot of sense.
05-01-2014, 01:33 PM
#38
I have a 2006 Carrera S with 59k and I am getting ready to replace my clutch. Therefore, it seems prudent to at least inspect and pull the seal on my IMS bearing. I have a few questions before moving forward.
1) Do I need to lock-down the IMS gear with studs and place the locks on the camshafts before removing the IMS flange?
2) How much of the bearing is submerged in the sump oil under normal operating conditions?
3) Should I go the extra mile and install a direct oil feed setup?
Thanks
1) Do I need to lock-down the IMS gear with studs and place the locks on the camshafts before removing the IMS flange?
2) How much of the bearing is submerged in the sump oil under normal operating conditions?
3) Should I go the extra mile and install a direct oil feed setup?
Thanks
05-01-2014, 01:43 PM
#39
Rennlist Member
I have a 2006 Carrera S with 59k and I am getting ready to replace my clutch. Therefore, it seems prudent to at least inspect and pull the seal on my IMS bearing. I have a few questions before moving forward.
1) Do I need to lock-down the IMS gear with studs and place the locks on the camshafts before removing the IMS flange?
2) How much of the bearing is submerged in the sump oil under normal operating conditions?
3) Should I go the extra mile and install a direct oil feed setup?
Thanks
1) Do I need to lock-down the IMS gear with studs and place the locks on the camshafts before removing the IMS flange?
2) How much of the bearing is submerged in the sump oil under normal operating conditions?
3) Should I go the extra mile and install a direct oil feed setup?
Thanks
05-01-2014, 01:47 PM
#40
Former Vendor
1) Do I need to lock-down the IMS gear with studs and place the locks on the camshafts before removing the IMS flange?
2) How much of the bearing is submerged in the sump oil under normal operating conditions?
3) Should I go the extra mile and install a direct oil feed setup?
05-01-2014, 02:07 PM
#41
Thanks for the expert guidance Jake.
I'll do a bit more research and then start buying all the tools and parts necessary to replace the clutch, RMS, and seal removal.
From my point of view that buys a lot of peace of mind for less than $1k.
I'll do a bit more research and then start buying all the tools and parts necessary to replace the clutch, RMS, and seal removal.
From my point of view that buys a lot of peace of mind for less than $1k.
05-01-2014, 02:10 PM
#42
Absolutely. You must treat this job just like an IMS Retrofit. If not, and the flange comes off at the wrong position, you are screwed.
Over 1/3 of the IMSB is submerged.
You already have a direct oil feed.. The bearing sits in the sump, how much more direct can one get? You can't.
Over 1/3 of the IMSB is submerged.
You already have a direct oil feed.. The bearing sits in the sump, how much more direct can one get? You can't.
05-01-2014, 03:54 PM
#44
Former Vendor
It is copyright protected material, so I have chosen not to publish it online.
Some engines need more attention on the IMS topic than others.
06-28-2018, 09:35 AM
#45
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Remove IMS seal or leave alone
I have a 2008 997. 1s with a 190k miles. I pulled the tranny to do a clutch replacement and RMS Etc. RMS look good but the IMS seal was leaking. There was crud all around the IMS flange and few drops of oil, but there was no oil leaking out of the transmission. I guess you would call this seeping and not leaking. Here's the questions.
1. Should I just leave the whole IMS alone. It's leaking already. Isn't the leaking oil im seeing now similar to what i will see if i removing the seal. I would like to avoid removing the seal because it sounds like a lot of work to replace the seal. Locking cams Etc is it really worth it. Just to remove seal?
2. If I do remove the seal how much oil leaks out. Am I going to start to see oil leaking out of the transmission housing.
1. Should I just leave the whole IMS alone. It's leaking already. Isn't the leaking oil im seeing now similar to what i will see if i removing the seal. I would like to avoid removing the seal because it sounds like a lot of work to replace the seal. Locking cams Etc is it really worth it. Just to remove seal?
2. If I do remove the seal how much oil leaks out. Am I going to start to see oil leaking out of the transmission housing.
3. If I do remove the seal should I try and repack the bearing with grease. Didn't know that I could repack the bearing with grease while it's still in the engine. I've only packed bearings with grease by Rolling them in my hand.