JFP in PA

OK, let's start with the obvious: Your link above to a supposed IMS Solution failure does not lead anywhere. Correction: OK, now I got the link to work, but the bearing in that post is NOT LN permanent fix, it was a single row bearing. The permanent fix is the IMS Solution, which contains no balls or rollers, it is a solid bearing. And if you read the entire thread, there was some question about the engine that was retrofitted that should not have been, per the prequalification process, and the shop involved had been subsequently banned from the site due to questionable motivations in the post as he (Porsche-Land) was trying to use this failure to get his competing roller bearing kit into wholesale distribution by disparaging LN . Secondly, ALL IMS retrofits are subject to prequalification's done by the installers prior to the actual retrofit, so not all engines will qualify or be retrofitted. This came about because engines that were already in the early phases of IMS failure, which were full of circulating metal filings were still retrofit, only to promptly suffer IMS failure due to the abrasive grit running through the engine which destroyed the new bearings. In reality, no bearing of any design would have survived in these conditions, so they created a prequalification checklist to prevent this from happening again. We have had to reject engines on more than one occasion as they did not meet these tests, and while the owners were not happy, that decision was in their and our best interest's. Spending all the time and money to do a retrofit only to have it die is obviously not going to please the owner, and we really didn't need the fall out hitting the shop's reputation either, so we strictly adhered to this qualification process. As for LN's projected service intervals, the following is from their IMS website ( http://imsretrofit.com/ims-101/ ): "LN Engineering currently offers a Dual Row IMS Retrofit as well as the Single Row Pro IMS Retrofit, where the engine does not have to be disassembled to replace the factory sealed ball-bearing, both with a 6 year/75,000 mile service interval. IMS Solution LLC’s oil fed plain bearing arrangement similar in functionality to the intermediate shaft bearing used in the past aircooled models and most recently in the GT2, GT3, and Turbo models based off the GT1 aka Mezger engine, eliminates the ball-bearing design completely and is a permanent fix."

He was probably a service writer, not a technician, so he drew a blank. The codes you have above from your Durametric tell the story; just take that data with you and the tech will be able to get the necessary coding done in short order. Good luck.

No, you need the PIWIS. Tell them what you have done, and what problems you are having, they can take it from there.

It almost looks like the DME has still not adapted to the throttle body change.

Welcome to RennTech You need to use a PIWIS and code the new cluster to the car, otherwise you are going to be looking fault codes forever...……...

There is only one permanent IMS Solution (never needs to be replaced), which is to replace the ball bearing assembly with LN Engineering's IMS Solution, an oil fed solid bearing that will out live your engine, Their ceramic hybrid bearings are now rated for 75K miles.

Actually, that data comes directly from Porsche as part of the class action lawsuit on the subject a couple of years back, and failures have continued since the court closed the book on the subject with the settlement. Amongst the shops involved in retrofits, those numbers are widely accepted as representative of the failure rates, even though they do not include the post settlement failures. There are reasons why after trying three different bearing designs, Porsche spent the money and engineered the IMS out of the 9A1 engine starting in 2009.

Sorry, but that is complete nonsense. We have seen IMS failures with less than 10K miles, and more than 100K miles. Basically, if you have a single row engine, you are at a 10-12% risk of losing the engine; if you have a dual row engine, the risk level is lower, perhaps 2-3%. The risk is there, is real, and the decision of replacing the bearing is typically based on how risk tolerant you are. We have seen people trade in or sell otherwise fine cars because they were concerned; and we even had one customer that lost an engine in one car, got a factory reman and then traded the car in on a later model (still with the single row IMS), only to have that engine fail after about 6 months. He no longer drives Porsches. Don't over react to the issue, but don't sweep it under the rug and say you are past some imaginary mileage and it can't happen to you; you are only deluding yourself. I can assure you that with the factory bearing, it can still happen...

Several, with mixed results. Because of the heat and exposure to both liquid and oil vapors, plus vacuum and pressure swings, many crap out fairly quickly. There are reasons why the factory did not use a hose......

I would suggest two options: Go to board sponsor Sumset Porsche’s online parts system which has full parts diagrams, or give them a call with your VIN and they will whip up a full list of all the parts involved.

Hey, we are just a bunch of cheap skates as well!

The nozzles often get plugged up, we use welding tip cleaning wire to poke them open again. 5 min. job.

No, it does not drain the converter, where the lion's share of the fluid is.

As mentioned multiple times previously, Techron does not cause any problems. For years, it was the only fuel additive Porsche recommended for keeping the fuel system clean and up to snuff. It is also the only fuel system cleaner that is commonly used as an additive in first line gasoline. Techron will remove carbon, and can result in finding a lot of carbon in the oil when used on cars that have not been properly maintained for years, which is why many people use it just before chainging oil. If the system is in good shape, that is not normally necessary. And Techron has no adverse effect on the cats, never has, never will.

Take a close look at the tires to see if one looks more worn that another, sometimes small differences it diameter trigger these reactions.

Afraid you are going to need access to a current PIWIS system to do this.

Traction control operates on the basis of different tire rotational speeds, hence my question about air pressure levels, which can trigger the system, as can differences it tire diameters caused by wear or mismatch tires. My suggestion would be to put a Porsche specific scan tool in the car and take it for a ride, watching what the system is doing when the problem occurs. You can also set the diagnostic tool to capture real time data to look at later.

I don’t think it is traction control, more likely stability management (read yaw control). Start by checking your tire pressures to see if one or more is unusallly low.

That oil should not have "gunked up", but is also not a high ZDDP oil.

The condition of the oil could be the result of the oil itself, who's oil did you have in it? 10W-60 is way too heavy for the water cooled engines, you should be using a quality full synthetic 5W-40 with high ZDDP levels.

Actually, Garmin (and other after market GPS systems) have excellent update programs, and the POI Factory has proven hard to beat when it comes to extremely accurate red light and speed camera locations that are updated weekly. We have several customers that run Garmin in dash systems and use the POI Factory, and are very pleased with both systems.

No.

For decades, Porsche has recommended running a dose of Techron in their cars for this exact purpose. We have used it in the shop literally since we opened, it does not harm cats.

Just remember: Murphy was an optimist...…………………...

As Mike noted, you are not the first one to get into this predicament, and you won't be the last. Unfortunately, "fecal matter occurs" when nature sides with the hidden flaw.....