IMS Q
06-26-2020, 02:01 PM
#1
Rennlist Member
Thread Starter
IMS Q
I know the IMS issue is ancient news for many, but I have a question about the 2006 thru 2009 models.
Reading that in these years Porsche used a stronger single row bearing, but it was still sealed off from the engine's oil supply.
But - they say the bearing can be better protected by removing its seal and letting the engine oil lubricate it?
Is this done, and how exactly would one go about removing this seal??
Thanks
Reading that in these years Porsche used a stronger single row bearing, but it was still sealed off from the engine's oil supply.
But - they say the bearing can be better protected by removing its seal and letting the engine oil lubricate it?
Is this done, and how exactly would one go about removing this seal??
Thanks
06-26-2020, 03:03 PM
#2
Burning Brakes
If your car is the one in your photo, it does not have an IMS bearing!
06-26-2020, 04:34 PM
#3
Rennlist Member
I know the IMS issue is ancient news for many, but I have a question about the 2006 thru 2009 models.
Reading that in these years Porsche used a stronger single row bearing, but it was still sealed off from the engine's oil supply.
But - they say the bearing can be better protected by removing its seal and letting the engine oil lubricate it?
Is this done, and how exactly would one go about removing this seal??
Thanks
Reading that in these years Porsche used a stronger single row bearing, but it was still sealed off from the engine's oil supply.
But - they say the bearing can be better protected by removing its seal and letting the engine oil lubricate it?
Is this done, and how exactly would one go about removing this seal??
Thanks
You will need some cam plugs, a new ims cover seal and possibly new clutch/flywheel.
This went on until the 9A1 engine replaced the M97
06-26-2020, 04:53 PM
#4
Rennlist Member
Thread Starter
[QUOTE=Bud Fox;16730944]If your car is the one in your photo, it does not have an IMS bearing
IMS bearing failure in the 2005-2008 911's, Caymans & Boxsters is very rare. Anecdotally you'll find reports here on RL that the # is <1% failure rate. There are other much more common causes of catastrophic failure in these engines than the IMS bearing to be concerned about.
IMO, don't even lose a moment's sleep over the IMS bearing in these cars, let alone pay $$$$ to remove the IMS seal.
If you're considering a 2006: pay the extra couple hundred bucks and have a boroscope of the cylinder walls completed as part of the PPI that I am sure you were planning to do anyways. Bore scoring is the most common killer of these cars, especially if the vehicle was winter driven. If the cylinder walls look good, and there's good service history with the car, you're likely in the best position one could expect when purchasing one of these cars.
I have a 2006 Cayman S 3.4L race car. 120k KM on the original engine, >30k of those KM as a 100% dedicated track car (and now a full blown GTB1 racing car). Mantis deep sump, Porsche Motorsport AOS, LN Spin on oil filter kit & religious Motul oil changes every 6 hours of engine time (track) and still doesn't burn a drop of oil - and Blackstone analysis comes back great every time. Boroscope during last plug replacement @ 114k KM showed clean cylinder walls.
IMO, don't even lose a moment's sleep over the IMS bearing in these cars, let alone pay $$$$ to remove the IMS seal.
If you're considering a 2006: pay the extra couple hundred bucks and have a boroscope of the cylinder walls completed as part of the PPI that I am sure you were planning to do anyways. Bore scoring is the most common killer of these cars, especially if the vehicle was winter driven. If the cylinder walls look good, and there's good service history with the car, you're likely in the best position one could expect when purchasing one of these cars.
I have a 2006 Cayman S 3.4L race car. 120k KM on the original engine, >30k of those KM as a 100% dedicated track car (and now a full blown GTB1 racing car). Mantis deep sump, Porsche Motorsport AOS, LN Spin on oil filter kit & religious Motul oil changes every 6 hours of engine time (track) and still doesn't burn a drop of oil - and Blackstone analysis comes back great every time. Boroscope during last plug replacement @ 114k KM showed clean cylinder walls.
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06-27-2020, 10:22 PM
#8
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IMS bearing failure in the 2005-2008 911's, Caymans & Boxsters is very rare. Anecdotally you'll find reports here on RL that the # is <1% failure rate. There are other much more common causes of catastrophic failure in these engines than the IMS bearing to be concerned about.
IMO, don't even lose a moment's sleep over the IMS bearing in these cars, let alone pay $$$$ to remove the IMS seal.
If you're considering a 2006: pay the extra couple hundred bucks and have a boroscope of the cylinder walls completed as part of the PPI that I am sure you were planning to do anyways. Bore scoring is the most common killer of these cars, especially if the vehicle was winter driven. If the cylinder walls look good, and there's good service history with the car, you're likely in the best position one could expect when purchasing one of these cars.
I have a 2006 Cayman S 3.4L race car. 120k KM on the original engine, >30k of those KM as a 100% dedicated track car (and now a full blown GTB1 racing car). Mantis deep sump, Porsche Motorsport AOS, LN Spin on oil filter kit & religious Motul oil changes every 6 hours of engine time (track) and still doesn't burn a drop of oil - and Blackstone analysis comes back great every time. Boroscope during last plug replacement @ 114k KM showed clean cylinder walls.
IMO, don't even lose a moment's sleep over the IMS bearing in these cars, let alone pay $$$$ to remove the IMS seal.
If you're considering a 2006: pay the extra couple hundred bucks and have a boroscope of the cylinder walls completed as part of the PPI that I am sure you were planning to do anyways. Bore scoring is the most common killer of these cars, especially if the vehicle was winter driven. If the cylinder walls look good, and there's good service history with the car, you're likely in the best position one could expect when purchasing one of these cars.
I have a 2006 Cayman S 3.4L race car. 120k KM on the original engine, >30k of those KM as a 100% dedicated track car (and now a full blown GTB1 racing car). Mantis deep sump, Porsche Motorsport AOS, LN Spin on oil filter kit & religious Motul oil changes every 6 hours of engine time (track) and still doesn't burn a drop of oil - and Blackstone analysis comes back great every time. Boroscope during last plug replacement @ 114k KM showed clean cylinder walls.
06-28-2020, 12:37 PM
#9
Rennlist Member
Thread Starter
Bore inspection is the way to go. Thanks crew!
06-28-2020, 03:45 PM
#10
Drifting
We have a 2006 C2S cab Tip that my wife drives in Summer. 4 years now and zero issues. Get Hunter to do the borescope and PPI as suggested. I enjoy driving the Tip just as much as the manual 993. Hunter has told me the tip is pretty much bullet proof if it wasnt abused. The PDK is likely a better drive from a sensory standpoint but owning one out of warranty especially the early years scares me a bit.
06-28-2020, 10:24 PM
#11
Rennlist Member
Thread Starter
We have a 2006 C2S cab Tip that my wife drives in Summer. 4 years now and zero issues. Get Hunter to do the borescope and PPI as suggested. I enjoy driving the Tip just as much as the manual 993. Hunter has told me the tip is pretty much bullet proof if it wasnt abused. The PDK is likely a better drive from a sensory standpoint but owning one out of warranty especially the early years scares me a bit.