2009 Cayman Ignition system

[msmalley]

Does anyone know the ACTUAL inter-workings of what is going on in a 2009 cayman ignition switch? is it throwing voltage, or data, or is voltage dropping out?

does anyone have access to wiring diagrams of the switch?

Thanks, Msmalley

[JFP in PA]

Welcome to RennTech

 

Not sure what you are trying to get at, but the ignition switch is a simple DC voltage system, with the exception of the immobilizer system, which is digital data from an RFID system.

[gfl]

Hi Jeff, and thanks for the reply.
  I'll have the shaft checked. Suggest an easy method?

 

Yes, its an LN. I pulled the old one when I put this motor (junkyard motor) in, bought an LN, (and admittedly gave it to the shop).

 

The unit in there now is a) large, b) has races like an LN, not OE, and c) has the larger shaft and threads of the LN vs OE. (C) is why its not yet n my hand, i need a different thread adapter for the LN puller -- which is intended to remove the OE bearing.

 

In any event, this large, open bearing failed in three years of track use, roughly 10 events per year, advanced run groups where i (admittedly) am always WOT to keep up with the much faster cars (or fail while trying).  So this method does NOT do the trick, not always. Not in my case.

 

So, i'm still thinking an oil feed is preferable.  We must choose between evils and this evil is clearly very evil.

 

G

 

[JFP in PA]

1 hour ago, gfl said:

Hi Jeff, and thanks for the reply.
  I'll have the shaft checked. Suggest an easy method?

 

Yes, its an LN. I pulled the old one when I put this motor (junkyard motor) in, bought an LN, (and admittedly gave it to the shop).

 

The unit in there now is a) large, b) has races like an LN, not OE, and c) has the larger shaft and threads of the LN vs OE. (C) is why its not yet n my hand, i need a different thread adapter for the LN puller -- which is intended to remove the OE bearing.

 

In any event, this large, open bearing failed in three years of track use, roughly 10 events per year, advanced run groups where i (admittedly) am always WOT to keep up with the much faster cars (or fail while trying).  So this method does NOT do the trick, not always. Not in my case.

 

So, i'm still thinking an oil feed is preferable.  We must choose between evils and this evil is clearly very evil.

 

G

 

 

As checking the shaft for trueness requires fixtures, you need a decent machine shop that knows what you are looking for.  I would refer you to LN as they also offer shaft chain gear pinnning services as well, which needs to be done at the same time.  LN also has the adaptor you are looking for, which I think is part of their supplemental IMS tools kit.  Ask Charles, he would know.

 

As for oil feeds, in addition to the heat and dirt issues, you need to also consider that feeding pressurized oil into the shaft creates yet another problem: oil starvation.  The shaft holds around 3/4 of a quart of oil when full, pulling precious volume away from the rest of the oiling system.  This is particularly critical in track only cars as these engines already have significant oiling issues, even on the street. So systems like the DOF or the roller bearing systems that flood the tube from the oil pump end are actually exacerbating these oiling issues.  On shafts that are not concentric, flooding the shaft  with oil increases the load force exerted on the IMS bearing as well.  Oiling the bearing from the flange end would allow you to plug the rest of the shaft behind the IMS bearing to stop oil entry, but this exact idea is part of the IMS Soloution patent, preventing others from using it as the idea is protected intellectual property.  If you read the link to Ashai's rebuild thread I shared with you, you would clearly see the problem.