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cnavarro

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Everything posted by cnavarro

  1. That's great that your car received a new factory replacement engine! I would make the assumption that the engine fitted will have the larger, non-serviceable IMS bearing, which isn't a huge problem. Just plan on going in there sometime to have the grease seal pulled off the ims bearing. When you have your clutch replaced, it's best to have the grease seal removed off the original bearing to allow engine oil to better lubricate it. At that time, you can reseal the IMS flange and have the rear main seal replaced as well. There is a black plastic seal on the front of the bearing - yo
  2. I converted a 99 3.4 to put in my wife's tip 99 Boxster many years ago. We had to make spacers to lower the drivetrain about one inch (because the intake is much taller), which involved putting in semi-solid mounts for the transmission. The engine wiring harness is missing the wire for the plenum flapper, which can be added. The car was re-coded with a PST2 to think it's a 996 and DME programmed as a 3.4 RoW. I would also advise fitting a 987 airbox to the car- the stock 2.5 airbox is very restrictive and will choke the engine.
  3. The only universal kit is the PEL-IMS-1, which includes spacers and uses the OEM sealed 6204 bearing. All LN IMS Retrofit and IMS Solution products are bearing specific - you replace a factory single row with the appropriate 106-08.2.2 or 106-08.20. Likewise, dual row uses 106-08.4 or 106-08.40. Other kits that say they are universal use one size bearing and don't bother with any mechanical retention for said bearing other than the very light press fit they have. If the shaft has any runout or taper, the bearing can (and does) move in the housing bore. As
  4. What did you torque to IMS Guardian drain plug to and what model year is your vehicle? Does it have the later oil pan with support ribs? The only time we have seen the drain plugs leak is if they are improperly torqued or the hex on the o.d. of the drain plug contacts the pan before it has actually seated and compressed the crush gasket. Both these issues are addressed on the IMS Guardian website. LN Engineering took over sales of the IMS Guardian in January of 2013, so you probably purchased them through Wright Tune in the UK, with which we have no relationship as they sourced them from Flat
  5. Yes, that's what I said. Happy Porscheing, Pedro Wow. Not only did you originally carry out an IMS Retrofit procedure on an engine where the original bearing had failed, you chose to extract the bearing and re-install it in another engine. Two things we explicitly say not to do. When shops carry out procedures like this or people see this online and try it for themselves, only bad things can happen from this. Yes, you pulled it off, but I can cite a dozen or more instances where it didn't. Foreign object debris causes collateral damage that can take 6 months or a year to wipe out the new b
  6. Thank you for your photo Pedro. The last photo shows exactly why you cannot use the DOF with the LN kit. There is not enough thread engagement for the center nut with the DOF and the center bearing support in the LN Engineering IMS Retrofit. Installing one with insufficient thread engagement will not allow you to accurately torque the center nut. And even if you do manage to torque it, with subsequent heat cycles the top threads will likely not hold the torque. We've already determined an improperly torqued center nut - either too tight or loose will cause a failure! I hope for your sake ther
  7. That's why we developed the IMS Solution - to address the weaknesses of the single row bearing. However, we have no plans to release the IMS Solution for the dual row IMS bearing even though we have developed it since the dual row bearing is clearly the most superior version of all the IMS's used by Porsche.
  8. Take the car somewhere else to someone that knows what they are talking about. There have been very few problems with the LN replacement bearings, most of which were traced to poor installation techniques. The number of installations done and still running number in the thousands; the ceramic bearing has proven itself. When LN first introduced the replacement bearing, they did recommend replacing the bearing at each clutch change, but have backed off that somewhat as the ceramic bearing has continued to show its long term strength. As for using cheaper replacements, in this application you
  9. For those following this thread, here's an excellent discussion on this topic on the Pelican forums: http://forums.pelicanparts.com/boxster-cayman-forum/757877-direct-oil-injection.html
  10. It can be installed on cars with the LN Engineering IMS ceramic bearing, the original OEM bearing, a replacement OEM bearing, the Pelican parts replacement bearing, etc... Regards, Maurice. We have not verified compatibility with the IMS Retrofit and I'm sure if you contact Pelican Parts, they will advise against their kit being modified outside of its original parameters for installation and operation.
  11. No. It cannot be used with the LN Engineering IMS Retrofit and we advise against it on our website and is not necessary. The bearing provided with the IMS Retrofit does not require any additional lubrication than what it receives from in the sump. Remember, the M96 engine is a wet sump engine and the IMS bearing is submerged in normal operation.
  12. http://986forum.com/forums/performance-technical-chat/46506-my-mind-numb-over-ims.html#post348803
  13. Not elitism. Practicality. Even well known and highly regarded shops in the Porsche community have botched installs, so consider for a moment if you have techs with that level of experience having problems, just imagine the magnitude of issues we see from first time installers. Although we don't sell the IMS Retrofit direct anymore, Pelican still carries them and they can provide you support (just make sure you own Wayne's projects book). The reason you don't see most of the problems is that most of these people aren't on forums or if they are, they realize their mistake and aren't going to p
  14. Many of the procedures we have in place are to protect the consumer. It is a fact that most (if not all) of the failures of our bearings have been due to not following the IMS retrofit procedure as outlined. With the IMS Solution, Jake and I are taking extra steps to ensure the installations are carried out properly by professionals only and we're even offering training and support to those who choose to be certified.
  15. For everyone to read, here is the original thread from 986forum concerning Homeboy's issues with the LN Engineering IMS Retrofit: http://986forum.com/forums/general-discussions/43558-deconstructing-lne-ims-installation-failure.html There are some points that need clarification/correction: Casper's bearing is a ceramic hybrid, just like ours. Both have ceramic balls with steel races. Regarding bearing "feel", this is subjective and very dependent on the amount of oil in the bearing and even the thickness of the oil. A ceramic hybrid bearing with no lubricant in it feels/sounds horrible. O
  16. The vane cell units do go bad, so it's a possibility. Internal cracking of the heads is also a definite possibly, would require removal and some elaborate rigs to pressure test them. Seen this happen as well.
  17. We spent several hours looking over parts today. A 3.4 Variocam F1 head compared to a 3.4 Variocam Plus head did not have any differences other than in the valve cover area (which is to be expected). Didn't have a 3.6 head after all, but you can see in the overlay photo (did my best, photoshop isn't my forte) the passages are spot on. Same goes with the block. Similar overlay photo also done (not perfectly photoshopped, but you can see they are the same). Also no differences other than the chain box area and AOS, which are both to be expected. Here are the comparison photos: http://picas
  18. A suggestion made to me by one of my friends was to remove the cams on the affected side and closely inspect the intake cam, especially the rings and bearing that is closest to the vane-cell adjuster as this component is not really described in the literature that has been posted and has been associated with problems like lagging cam actuation. He also said to look for deep grooving/wear on the bearing and proper orientation of the bearing. Also you might also want to check for a loose central screw that secures the vane cell to the cam. Yesterday was the first time I heard from Patrick o
  19. I'll note that if there wasan incompatibility, you would likely witness the problem on both sides, as theheads and case halves are pretty much mirrors of one another. I have a 3.6 case as well asa 3.2 and 3.4 case in the shop – I'll compare them all closely again, just tosee if there is any glaring differences, but we've interchanged cases beforewithout any issues. I also have a 3.4 and 3.6 head that I can compare. A 3.4 head can be used on a3.6. I have had several shops do this. That would verify that the same could bedone with using a 3.6 head on a 3.4, which I just also had another shop
  20. It's the Kukko 21-6 that you'll need to remove the outer race, along with a 22-2 counterstay (puller). It's way beefier than the other Kukko internal extractor for the inner race. It'll do the job just fine. What you may want to do is modify the tool before starting by making a spreader that better supports the ears of the extractor before putting a load on them, so that they don't bend (or break). We're working on some additional tools to add to the tool kit so that you don't need the Kukko parts anymore...
  21. You will likely need to have the cams retimed. If you didn't lock the engine at TDC and remove the chain tensioners, that's bad. Anytime you have to pry or force something off, that's usually not a good sign.
  22. I don't know what a bazillion is, but it was in Google Chrome's spell check dictionary!
  23. A clarification - we've never sold the thermostats without housings. There is a reason we don't want a new tstat in an old housing. The new housings are slightly improved in design and they also haven't been heat cycled a bazillion times. Also, it's worth mentioning if you try to order just the insert, the part number now supersedes to the insert and lid (housing) last time I checked.
  24. Skip the Lucas, it's snake oil. My current recommendation for an approved Porsche oil is Castrol Syntec 5w40, as it's easy to find. Although much harder to find, Motul 8100 5w40 is another awesome Porsche approved oil. Porsche approval aside, there are lots of excellent 5w40 and 10w40 oils to choose from.
  25. The factory bearings can also be from: England Poland The new ceramic bearings we use are assembled with US-made Timken balls and typically Japanese races.
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