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Thanks so much Loren. That worked like a charm. Happy Porsche'ing, Pedro

Greetings Loren I'd be very happy if you could offer me the code for: CDR220 Model BE 6625 SeriL: 15001336 Happy Porsche'ing, Pedro

Installing the Direct Oil Feed (DOF) is simpler and less intrusive than replacing the bearing. It just involves replacing the bearing flange and installing the oil line. If you like the ceramic bearing but you also think that the DOF will provide better lubrication you can do both! Order a DOF with the ceramic IMS bearing and you've covered all your bases. Happy Porscheing Pedro

Yes, that's what I said. Happy Porscheing, Pedro

Come on Charles! You can certainly see that the last image I posted of the DOF on an LNE bearing is during the installation process. The flange hasn't been torqued yet and there's no nut on the flange to show that it's an LNE bearing/flange. Do you want to see a couple torqued down with the nut on the shaft? Here you go... This first one isn't hooked up to the oil line yet, although the notch has been created. The second image is complete with the oil line connected and ready to reinstall the flywheel/clutch/transmission. When people order the DOF from us we ask if they have an LNE bearing in place. If they do and want to keep it, we then send them a version of the DOF that precisely fits the LNE shaft and ensures a leak-free life. Finally so that there's no doubt whatsoever that the DOF can be installed on the LNE ceramic bearing, I can categorically state that that's the combination that is in my own car. Wouldn't you agree that that qualifies as first hand experience? When my car turned 195,500 miles (5/10/10) I wanted to check the condition of the clutch (for the first time) and decided to replace my IMS bearing with the then new-on-the-market LNE ceramic bearing. Later that year, at 200,239 (10/21/10) miles I blew the engine on the track. I installed a reconditioned engine into which that original LNE ceramic bearing was also transferred into. A few months later the first DOF prototypes were produced and installed for the first tests and guess where one of them ended up in.... you guessed it: MY CAR! The mileage then was 204,554. Today, it's at 239,331. Nuf said! Happy Porsche'ing, Pedro PS: You can read about the incident and the installation of the LNE bearing on one of my PCA Tech Articles, "Chronicles of Sebring: The Clutch, the brakes and the Engine, part 1 which was published in the February 2011 issue of Die Porsche Kassette and can also be found on my website: http://pedrosgarage.com/Site_5/Chronicles_of_Sebring,_part_1.html

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. LNE may not want people to put a Direct Ol Feed (DOF) Kit on one of the LNE bearings, but I assure their readers that the DOF can and is being used by many Porsche owners who had replaced their IMS bearing with the LNE but who still felt uncomfortable with the lubrication or lack thereof of their newly installed IMS ceramic bearing.Here's proof of the last one we installed: With the tranny, clutch and flywheel removed With the flange removed you can clearly see the LNE bearing We left the LNE bearing in place and installed the DOF which will now properly lubricate it Happy Porscheing Pedro

All of the Direct Oil Feed parts were proudly developed, tested and manufactured in the USA. The DOF will work on ANY bearing installed on the IMS, including the LNE ceramic bearing. As a supplement to the DOF you can order a new steel or ceramic ball bearing in single or double row configuration. Happy Porscheing, Pedro

Good eyes! There's a point where more oil does no more good and we kept searching for the perfect amount into the bearing. Working with three different bearing manufacturers the consensus was reached that 300 - 500 ml/min was optimal, so we split the difference and went with 400 ml/min at 60 psi. We changed the size of the restrictor to accommodate for the new flow. That's why you saw the two numbers. This measurement was done using Mobil1 10W40 at 200F and 60 psi. When cruising, 60 psi is about average. Happy Porscheing, Pedro

The pressure regulator I refer to is the factory unit at the pump. We control flow with the size of the cross section of the oil injector and another restrictor on the oil line adapter that screws into the engine head. At 60 psi we get an oil flow into the IMS bearing of 400 ml/min. Happy Porscheing, Pedro

Thanks to Johan for reminding me I owed you some photos. I thought it would be easier with photos of the engine block and heads, but it's even harder because we're looking at different parts that stack one over the other and the oil galleys connect in three dimensions. But let's try. The first image shows one side of the engine block looking from underneath. You can see the three cylinders. I've highlighted the main galley that carries oil, directly from the filter and the oil cooler. The second image shows the head that goes over the cylinders. You can see the valves for two cylinders. In the circle you can note where the oil flow is split. The third image is an enlargement of the detail in the second image. You can see three courses for the oil to flow. The two on the bottom go to lubricate the beds of the cams, although the cams are also hollow and receive oil from another source as well to keep the beds lubricated. The larger hole is where the DOF takes the oil for the IMS bearing on the top side. The final image shows the bed of the cam with the small hole in the center that keeps the bed lubricated. The important point I want to make with these photos is that the oil feed for the DOF in no way hurts any of the components that are also lubricated by the same galley. You can see how the galley opens up where more oil is required and it's certainly larger at that point. The oil flow is also controlled by the pressure regulator that allows for more or less volume as needed. Also, the DOF only uses 400 ml/min @ 60 psi which is a minimal amount compared to what the pump sends into the engine. We have now sold/installed several hundred DOFs that have gone into all mode years from '97 through '08 and no one has had a problem or issue due to oil flow. If you have any other questions, feel free to post them here or contact me directly. Happy Porscheing, Pedro

JFP: It's not as clear on the diagram as on the engine itself where you can actually see the different diameters of the galleys and follow their path from the oil pump to the filter to the heat exchanger to the main galley o the DOF. I'm preparing a set of photos where I'll highlight the passage of the oil in the galleys using Photoshop but it will be tomorrow or Monday. The port used for the DOF is fed by the main oil galley and is not shared by any other secondary system. The only branch-off is to two of the cam's beds but they are also fed from the other side through the inside of the cams. The diameter of the DOF's injector is smaller than that for the cam beds so its a very low volume of oil Since its fed from the main oil galley the pressure regulator would adjust accordingly. On some of our race cars we have also used the oil cooler delete plate as a feed point for the DOF since is easier to service because there's more room once the coolant/oil heat exchanger is removed and we add an external oil cooler. We have measured oil pressures on these race cars runnind with DOF and compared to street cars with and without DOF and there is no difference. Happy Porscheing, Pedro

There's been a lot disinformation about the DOF whether intentional or not. Let me clear it up, again. The source for the DOF's oil is provided by Porsche right on the engine. We don't have to add spin-on adapters. The DOF's oil port is an M14x1.5 plug right on the engine. Here's a diagram from Porsche showing the oil flow in the M96/M97 engine. We've highlighted the route of the DOF flow in red to make it easier to follow: As you can see from the diagram: the oil flows from the oil pan (#1) Up the pickup tube (#2) through the main pump (#3) through the filter (#5) through the oil cooler (#7) and directly to the port on the engine (DOF Adapter) This oil is therefore filtered and cooled and does not pass over any other component in the engine where it can collect debris or other. It does NOT come off the cams (#8 & #11) and it does not rob oil from the cams or lifters. The oil feed comes off the oil cooler from where it's distributed to the lifters, cams and DOF each independently. We have tested the pressure losses to one side bank and the other with and without the DOF feed and we measure less than 2 psi difference at 60 psi working pressure. The DOF provides the open bearing with a stream of approximately 1 liter (1 Qt.) of filtered, cooled oil every minute, cooling the surfaces and as important properly lubricating them. The excess oil drops right back into the oil pan where it's mixed with the rest of the engine oil and goes through the system again. There is an oil pressure regulator valve that compensates and adjusts oil pressures constantly. If you record the engine's oil pressure you'll see that it's not steady or constant it fluctuates up and down depending on what the car is doing (accelerating, braking, turning, etc.). Our system has been duly tested in street and racecars for several years with great results using every type of common IMS bearing: OEM steel ball (single and double row) and new-style single row, aftermarket single and double row ceramic balls and aftermarket roller bearing. Our conclusion is very simple: The bearing is not the problem, it's the lack of proper lubrication! Also, for those who promote/rely on splash lubrication let me expand a bit here as well. When the car has the correct amount of oil in the engine and is sitting in level ground, the IMS bearing is 25-30% immersed in engine oil. Logical thinking would say: "Great! that's all the oil, I need!", but the truth is different. First there's the law of Inertia. In these cars the IMS is placed front-to-back in the engine. On the Carrera, the IMS bearing is at the front, on the Boxsters and Caymans, because the engine is reversed, it's at the back. So, when you accelerate and the oil is pushed to the back of the engine, there's no more bearing immersed in oil in the Carreras. The Boxsters do get a higher level of oil at the bearing under acceleration, but under braking it's reversed. The Carreras get more oil at the bearing, the Boxsters get none. As you can see you can't state that the bearing is immersed. When it counts, when the engine is running that's not always the case. Then, there's another law of physics called Centrifugal Force. When the bearing is spinning at even 600 rpm (idle) the centrifugal force acting on the balls is such that ALL of the oil is ejected from the bearing completely and even if the car is on level ground the bearing gets no oil. Picture a full blender. When it's off the liquid is level. When you turn it on it creates a vortex where the center is drained of fluid because of centrifugal force. The ONLY way you're going to get any oil into a spinning bearing is by injecting a constant stream under pressure to cool and lubricate it. I hope this clears it up, if not, feel free to contact any of us and we'll offer whatever information you need to fully understand the Direct Oil Feed System for the IMS bearing in the M96/M97 engines. Happy Porscheing, Pedro

Remove the faceplate and reattach. Sometimes the contacts need to be reactivated. Happy Boxstering, Pedro

Have your tank gauge calibrated. It could be showing 1/4 left when it's really empty. You'll need a PIWIS or PST-II unit to calibrate it. Happy Boxstering, Pedro

It may not be your lights switch but your ignition switch. It's a common faulty issue which is basically a wear item. Check this DIY Guide although you may have to look at the images in a mirror ;) http://www.pedrosgar...ion_Switch.html Happy Boxstering, Pedro