excellent video. You might be the only person on youtube doing and recording a DIY on the IMS bearing. We in the Porsche community are greatful for this content.
Thanks! When I started out, I looked for a detailed DIY and couldn't find anyone who'd posted it. I wanted to make the DIY I wish I'd had from the start!
You can read directions and look at B&W photos in a manual all you like, but nothing beats good video by someone who cares. From past experience (968) Porsches are about the easiest cars ever built to work on, but I was a little wary of this mid-engine 986. You've helped give me the courage to tackle the same jobs myself. Well done and many thanks!
I’m so glad this video was made!! You are an absolute genius, I’m a mechanic and have worked on German cars including Porsche’s and watching your videos I always learn something new.
I needed to harvest a variocam solenoid out of my old engine to put into my replacement. Your little tool made it so easy. And compared to the $188 thing L & N sells, it works just as well.. Buttoning up the old engine and moving on to the replacement. Thanks! You do a great job on your videos, very clear and almost no hemming and hawwing to waste our time.
Great great videos thank you for showing step by step these videos were life savers, saved me from paying a mechanic almost $2000 just to remove and place new IMS bearing into my 2002 porsche boxster. I got to the IMS bearing and was suprised to have a greatly working with no damage to the IMS bearing at all it was in perfect condition and my car is at 150,000 miles on it. it was fun working on it tho and learning new things greatly apreciated! take care
That's awesome! I love hearing that other Porsche diyers are getting out there and working on these cars! You are yet another person to confirm that the majority of our cars do not have problems. Thanks!
I've been watching your videos and they have convinced me to go ahead with my plans to purchase a Boxster. Great videos, well explained and good visuals. really helpfull. Thanks
looks good. I wanted to mention that, since the cams rotate at half the speed of the crankshaft, there's a 50/50 chance that the cam slots will be where they should be when locking the crank. The home made tool may fit in either way but the OEM one will only fit one way.
very grateful, great job. I want to know if I can do this on a future car.. or its too difficult. The weight of the transmission seems like one of the hardest parts... I guess when your done an overview video of how many hours and how difficult would be appreciated. I would love to buy a boxster or cayman , but I am not dealing with a lot of money to throw at it. I have done clutches before, but I was a lot younger.
Hey Burner! Like many of the other people who have chimed in, your videos were the nudge I needed to drop my transmission from my 2001 911. At 7X,XXXX miles the bearing was TOAST! I don't think it would have made it another 1000 miles without catastrophic loss. It was a double row also, which I wasn't expecting. One thing has been keeping me up at night the last few nights... Did you remove the 3rd timing chain tensioner on the other end of the engine??? It would sure save a bunch of work to not have to, however the Bentley manual, the IMS Solution instructions, and the Bentley video show removing it. Inquiring minds NEED to know, did you remove yours? If not, did the car survive? Because that would be good enough for me.
really dig all the vids you do, thank you for the lessons. educating myself on these vehicles before I pick one up this week. wrenching is just as much enjoyment as driving! Moving from a track day set up miata that was smashed by a texting driver onto a 00 boxster base with 35k. First project will be the IMS upgrade. Q - did you mark the or do you even have to mark the location of the chain tensioners before removing?
Awesome! You're going to love your Boxster! I'm assuming you're going to track the Boxster as well? It's not necessary to mark the chain tensioners. Just make sure you keep track of which tensioner goes where.
thanks for the speedy reply. just watched your vids on making your own tools. Had to do similar things with the miata. I would like to get the boxster on the track, but its just to pretty! Prolly get another track dog miata to flog on the track. Or, may be save for a newer boxster and use this one later down the road. Thanks again for the awesome vids!
outstanding stuff .. so you had to make two tools to lock both sides... because they are directional is there a left and right side tool ? I noticed you bent the tool to create the offset, did you have to make one bent the other way for the other side ?
I have a question: I locked the engine on the inside of the cabin using the "tear drop" hole as you said.... I was planning to put the "plates" you made (my came on a kit).... In my car.. However, both the exhaust cams (on the lower level) are lined up perfectly.... but top ones, seem to off center by a fraction, on both of them (enough for the large tool that would covers both of them can't reach).... I was concerned.... so I stopped everything..... should I be concerned? Or is it okay that both bottom one are lined up properly? I have pictures if needed.
Awesome video on the timing tensioners. I am not doing IMS, but due to a split second cold start engine rattle I want to replace my tensioners. There is a lot written on the old style tensioners vs new style with the spring which keeps pressure on the guide when engine isn't running. Do you have thoughts regarding old tensioners vs new? Also, I have read that if your only doing tensioners, not replacing IMS, and you take them out and replace one at a time you don't have to lock the cams. Do you agree with this? Sorry about your car, looking forward to the carbon fiber repair results.
Yes! Thanks! I have been driving quite a bit... probably already have a couple thousand miles. So far, everything feels good. I'll try to get a driving video up soon!
Very good work , video very good, thanks sooo much for helping us Boxster lovers how to do it, in the fashion that we will be doing it on our backs!!! Wondering what kind of clutch, pressure plate your going to use? Question was there a retaining clip on the IMS?? Thanks!!
Thanks! I'm using a Sachs clutch and pressure plate. Keeping it pretty stock. There is a groove cut into the outer race of the bearing that had a retaining ring in it. You can't see it when the bearing is in the car (and can't remove it). When I upload the video about the condition of my bearing, you should be able to see it better.
You make great videos! It gave me the courage to do an engine drop on my 996. Thank you! Now that I have the engine out, is it necessary to lock the cams and take out the tensioner if I simply just want to check the IMS bearing? I mean I just want to take cover off and check if bearing is still intact. No removal. I would appreciate a reply. Thanks again!
Awesome! And excellent work on the engine drop! I think you should probably lock the cams first. The IMS cover is what holds that end of the shaft in place.
Burner's Cars , Ya man, Thank you for your videos, I have had a couple 911s, my 2002 986 base model, jumped a tooth, bent the valves... just found a 68k motor out of a front end damaged car, doing the ims , bought the Pelican p ims, yes, bought the outrageously expensive tool, I plan to replace the bearing again for piece of mind, so, my car is a tiptronic automatic transmission, extra bs , I have been watching your videos for inspiration and guidance, I can do a911 Motor swap in my sleep, the 986 is a bit technical.. any hints for the tip trans? Thanks again
Burner's Cars , Hi, also, you didn't have to support the Motor from below? After you removed the transmission? Did you use a top cross brace attached to the circle hook? Thanks man
Probably at least $10-$15k... It turns out Porsche won't replace just the IMS bearing... Instead, they replace the entire intermediate shaft (bearing and all) with a later design... a process that requires you to rebuild the engine.
Hi, Sorry for my english because i`m from Spain, Mallorca island, i have a Porsche 986 M 96/23 2004, with 3 chains and 3 tensioners, the problem is when alignement the camshaft 1 2 3, then take off the special tool for alignement. Then made the 360º and the camshaft arrive again but in a wrong position one of those, or stop in the middle because may a valve stop it.... you can help me, please? may be i making bad tension, or when i put the two camshaft on the chain something may be is wrong... so strange... sorry. Your videos are the best of Porsche Thanks Maximiliano
Thank you for the question! If I understand your question, I think I have an answer. The camshaft rotates at half the speed of the crankshaft. This means that if one camshaft is correctly aligned and you rotate the crankshaft 360 degrees, it will no longer be correctly aligned. If you rotate the crankshaft another 360 degrees in the same direction, the camshaft should come back to the correct alignment. If that describes your situation, then everything is working properly. Hope this helps!
Hey Im using you video to change the cluch / flywheel on my 07 Cayman and out of curiousity do I need to lock the engine at TDC to replace the flywheel?
No, you don't need to worry about it. You will need to hold the flywheel in place however, as it will spin when you try to loosen the bolts. Use a locking tool or chain like I did in this video when you both remove and install the flywheel: ua-cam.com/video/-4BFtFqhOO8/v-deo.html You should be good with just that. no locking in TDC is necessary.
Hi..unsure if you still monitor this video however I have a leak on the one of my tensioner bolts. I need to replace the crush washer. Do I need to lock the cam as well as the crank to remove the bolt?It's a 987 caymann sThanks in advance
Great videos! - In the video you took out 2 Timing Chain tensioners - for the right bank and the vertical chain but not the one for the left bank. was that intentional? should you take out the third one even though it is far away from the IMS end of the engine?
I've been following his videos for this project, and the flange covering my IMS was extremely difficult to remove. After the fact, I looked up LN Engineering's manual. It said it should not take excessive force; if it does then you probably didn't remove all 3. The third tensioner that he didn't remove in the video tensions the chain between the crank and the IMS, so it will have a tendency to pull the IMS upward, off-center from the bearing's center bolt which would explain the difficulty. To be honest I don't think him removing the 2 tensioners accomplished anything here; unless all 3 are removed, the IMS will be under tension making everything harder. Even so, it looked like it turned out fine for him so I'm just going to mirror what he did. Removing all 3 tensioners also makes the IMS all loose and floppy, which is a little unnerving... Wish he would respond but seems like he's been AWOL for a while
Ben removed tensioners from the two chains running off the rear of the IMS, which is fine as it will stop the shaft moving when the bearing is removed. The tensioner for the left bank is at the front of the engine where the shaft is anchored by a separate bearing, so no need to remove that one.
Great videos. I feel that i can relate to your projects very well, and agree that the tools/parts required are significantly overpriced. i have been looking for measurements so that i can make my own cam locking tool as well. i need it specifically because i need to replace the #6 exhaust lifter that ticks intermittently. I have a 1999 911 with 98k miles. about 3 or 4 months ago i replaced the clutch and inspected the IMS at the same time. The bearing felt like it was in perfect shape and i decided not to spend the 1000 or so dollars on the parts/equipment needed to replace it. I am still debating whether to replace it or not while i have everything apart to replace the lifter. Can you also tell me what abec rating you used for your replacement IMS bearing. I have read your blog and plan to source my own bearing as well.
Hi Nathan. I'm glad you're finding this project useful! I love hearing about others who are tackling these challenging projects! Keep me updated with your progress on your 911! I've been meaning to provide more details about the cam locking tools, so I went ahead and wrote up the details in a blog post: burnerscars.blogspot.com/2016/09/how-to-make-your-own-special-tools-for.html I wonder if it really makes sense to replace your IMS bearing... your 911 is a dual row which is relatively reliable. If it has had regular oil changes and you've inspected it, you might just want to leave it alone. The bearing I used had a C3 clearance rating.
Thank you very much for the additional information. As always its a very good write up. The more I think about it the more I feel like I should wait at least till I replace the clutch again to tackle the IMSB.
This is a 2000 3.2. You might have a single row bearing instead of a double row (narrower IMS bearing). It's a little unclear when Porsche switched, but otherwise, I would expect your engine to be nearly identical.
Hello, Thanks for all your video. You became my coach (with the Dempsey) before my IMS project. May I ask you a piece of advice? I've got a problem with one of the step in this video, even if I'm in 3 chains while you are 5. Before removing the IMS cover, I locked the crankshaft pulley to TDC, then the backward camshaft (close to the flywheel) with the 9686 locking tool that someone lent me. BUT, impossible to put in place the same second 9686 locking tool on the camshafts on the right front. It fits on the bottom exhaust camshaft, but not the upper intake camshaft. The slot is approx offset of the thickness of the tool, preventing the tool to enter, even if well vertical... Have you got any idea or advice? Thanks a lot. Seb, France.
After a good night of rest, and the help of club911.net french forum, everything is ok now. I probably lost my clear-sightedness yesterday after too many hours in the workshop + a misunderstanding of the procedure. At the beginning I was trying to put the timing tool in bank 1 and 2 in the same time. Then, trying to focus, I probably failed to align it, despite 5 or 6 crankshaft 360°. It's ok now. Let's continue with the tablet in the workshop ;-)
I'm glad to hear you were able to sort it all out and make progress! I often find a good night of sleep changes things! Keep up the excellent work, and let me know how the project goes! -Burner
Hello, glad to see your answer ;-) My IMS job is done, so -I think- I better understand now the timing of the engine. I took a moment to analyse the different sources of inspiration or information I took, among which your super cool set of videos for the global IMS project. May I humbly share with you a question on this episode, in which it could have a mistake, in relation with my misunderstanding. It seems you put the timing tools in both bank 1 and bank 2 in the same time, what was impossible for me. The difference with me is that first you have a 5 chains engines, and second, you built your tools. So my hypothesis is that you succeeded in putting the 2 tools simultaneously because you made them in a 4 mm steal sheet, while the camshaft slot is 6 mm large, and because it's a single camshaft procedure. But, if someone uses 6mm large tool like the official 9686 tool (6 mm large, except where you have the screw), this may be impossible. I think the good way may be to secure bank 1 only, slot pulley side, which means crankshaft sprocket ims bearing side, where the risk of chain jump is the highest. Trying to put a second 9686 or 6 mm tool in the same time doesn't work. To work 100% secure, it is necessary to build a modified 9686 type tool, like in the Bentley video (but not the book...), and to put it in bank 2 simultaneously. Sorry if this is not clear, but if my hypothesis is correct, I thought you could be interested in what didn't allow me to reproduce your procedure. By the way I think what you did is correct, except that your tool may have had 2 mm play in the slot. An other conclusion of my misunderstanding analysis is that I didn't well made the difference between the timing locking process (different methods in books or web), and the check of the timing after the ims job. Book like 101 projects can be a bit confusing for a beginner like me, when talking about different methods. Here it is... thanks again for your massive job for the community ! Seb
excellent video. You might be the only person on youtube doing and recording a DIY on the IMS bearing. We in the Porsche community are greatful for this content.
Thanks! When I started out, I looked for a detailed DIY and couldn't find anyone who'd posted it. I wanted to make the DIY I wish I'd had from the start!
You can read directions and look at B&W photos in a manual all you like, but nothing beats good video by someone who cares. From past experience (968) Porsches are about the easiest cars ever built to work on, but I was a little wary of this mid-engine 986. You've helped give me the courage to tackle the same jobs myself. Well done and many thanks!
Thank you! I love hearing from other Porsche owners who use these videos! It's why I take the time to make them.
Another great video, it's nice when someone doesn't feel the need to "talk down" to you and assume that you're on their level.
Thank you, sir! I also hate it when people talk down to you!
I’m so glad this video was made!! You are an absolute genius, I’m a mechanic and have worked on German cars including Porsche’s and watching your videos I always learn something new.
I needed to harvest a variocam solenoid out of my old engine to put into my replacement. Your little tool made it so easy. And compared to the $188 thing L & N sells, it works just as well.. Buttoning up the old engine and moving on to the replacement. Thanks! You do a great job on your videos, very clear and almost no hemming and hawwing to waste our time.
Great great videos thank you for showing step by step these videos were life savers, saved me from paying a mechanic almost $2000 just to remove and place new IMS bearing into my 2002 porsche boxster. I got to the IMS bearing and was suprised to have a greatly working with no damage to the IMS bearing at all it was in perfect condition and my car is at 150,000 miles on it. it was fun working on it tho and learning new things greatly apreciated!
take care
That's awesome! I love hearing that other Porsche diyers are getting out there and working on these cars! You are yet another person to confirm that the majority of our cars do not have problems. Thanks!
I've been watching your videos and they have convinced me to go ahead with my plans to purchase a Boxster. Great videos, well explained and good visuals. really helpfull. Thanks
Had no idea it was this involved. Great job chronicling the whole thing!
Dude, the Porsche community thanks you.... Keep rockin the videos
Right on! I'll continue to add to this library of videos!
Excelent job! Good idea to show the whole process. Really appreciate this! Cheers from Germany !:-)
Great videos and brilliant delivery...........well done on all your achievements
looks good. I wanted to mention that, since the cams rotate at half the speed of the crankshaft, there's a 50/50 chance that the cam slots will be where they should be when locking the crank. The home made tool may fit in either way but the OEM one will only fit one way.
Interesting, quick question: for the IMS project, does it matter where the cams are locked so long as they don't move and disturb the timing?
Burner's Cars It should be fine either way but I would suggest putting it on tdc for cyl1 compression stroke just to be safe.
This episode was really great, thanks for making it!
very grateful, great job. I want to know if I can do this on a future car.. or its too difficult. The weight of the transmission seems like one of the hardest parts... I guess when your done an overview video of how many hours and how difficult would be appreciated. I would love to buy a boxster or cayman , but I am not dealing with a lot of money to throw at it. I have done clutches before, but I was a lot younger.
Oil can come out off the bearing of the crankshaft if so replace it for a few euros Really good vid !!!!
Really appreciating the videos! Please record installing your new clutch as well. Thanks!
I definitely will!
Great work. Keep up the great work. Mick. Northern ireland
the new 986 god! thanks for sharing!
Shucks, thanks! You're an ok guy, yourself.
Great video man,, good job.. thanks for putting in your valuable time..
Super helpful! thank you
Great set of video's ! And great filming !
Thank you, sir!
Hey Burner! Like many of the other people who have chimed in, your videos were the nudge I needed to drop my transmission from my 2001 911. At 7X,XXXX miles the bearing was TOAST! I don't think it would have made it another 1000 miles without catastrophic loss. It was a double row also, which I wasn't expecting. One thing has been keeping me up at night the last few nights... Did you remove the 3rd timing chain tensioner on the other end of the engine??? It would sure save a bunch of work to not have to, however the Bentley manual, the IMS Solution instructions, and the Bentley video show removing it. Inquiring minds NEED to know, did you remove yours? If not, did the car survive? Because that would be good enough for me.
really dig all the vids you do, thank you for the lessons. educating myself on these vehicles before I pick one up this week. wrenching is just as much enjoyment as driving! Moving from a track day set up miata that was smashed by a texting driver onto a 00 boxster base with 35k. First project will be the IMS upgrade.
Q - did you mark the or do you even have to mark the location of the chain tensioners before removing?
Awesome! You're going to love your Boxster! I'm assuming you're going to track the Boxster as well?
It's not necessary to mark the chain tensioners. Just make sure you keep track of which tensioner goes where.
thanks for the speedy reply. just watched your vids on making your own tools. Had to do similar things with the miata. I would like to get the boxster on the track, but its just to pretty! Prolly get another track dog miata to flog on the track. Or, may be save for a newer boxster and use this one later down the road. Thanks again for the awesome vids!
very informative and detailed
Did you ever share a template of those locking tools you made?
outstanding stuff .. so you had to make two tools to lock both sides... because they are directional is there a left and right side tool ? I noticed you bent the tool to create the offset, did you have to make one bent the other way for the other side ?
Another great video!
I have a question: I locked the engine on the inside of the cabin using the "tear drop" hole as you said.... I was planning to put the "plates" you made (my came on a kit).... In my car.. However, both the exhaust cams (on the lower level) are lined up perfectly.... but top ones, seem to off center by a fraction, on both of them (enough for the large tool that would covers both of them can't reach).... I was concerned.... so I stopped everything..... should I be concerned? Or is it okay that both bottom one are lined up properly? I have pictures if needed.
Hey Thanks man, helps a lot:-) Do you still like and drive your Porsche now. Will go an 2003 do the IMS DOF next days. cheers and merry chrismas
Do you have an idea how much torque the locks need to handle? Thinking it might be possible to 3D print them.
Great videos brother thanks
Awesome video on the timing tensioners. I am not doing IMS, but due to a split second cold start engine rattle I want to replace my tensioners. There is a lot written on the old style tensioners vs new style with the spring which keeps pressure on the guide when engine isn't running. Do you have thoughts regarding old tensioners vs new? Also, I have read that if your only doing tensioners, not replacing IMS, and you take them out and replace one at a time you don't have to lock the cams. Do you agree with this? Sorry about your car, looking forward to the carbon fiber repair results.
Yes! you did it. How does the car feel now? Any weird noises? Can you shoot video of driving it on the open roads?
Yes! Thanks! I have been driving quite a bit... probably already have a couple thousand miles. So far, everything feels good. I'll try to get a driving video up soon!
Very good work , video very good, thanks sooo much for helping us Boxster lovers how to do it, in the fashion that we will be doing it on our backs!!! Wondering what kind of clutch, pressure plate your going to use? Question was there a retaining clip on the IMS?? Thanks!!
Thanks! I'm using a Sachs clutch and pressure plate. Keeping it pretty stock. There is a groove cut into the outer race of the bearing that had a retaining ring in it. You can't see it when the bearing is in the car (and can't remove it). When I upload the video about the condition of my bearing, you should be able to see it better.
Good video!
You make great videos! It gave me the courage to do an engine drop on my 996. Thank you! Now that I have the engine out, is it necessary to lock the cams and take out the tensioner if I simply just want to check the IMS bearing? I mean I just want to take cover off and check if bearing is still intact. No removal. I would appreciate a reply. Thanks again!
Awesome! And excellent work on the engine drop! I think you should probably lock the cams first. The IMS cover is what holds that end of the shaft in place.
Burner's Cars , Ya man, Thank you for your videos, I have had a couple 911s, my 2002 986 base model, jumped a tooth, bent the valves... just found a 68k motor out of a front end damaged car, doing the ims , bought the Pelican p ims, yes, bought the outrageously expensive tool, I plan to replace the bearing again for piece of mind, so, my car is a tiptronic automatic transmission, extra bs , I have been watching your videos for inspiration and guidance, I can do a911 Motor swap in my sleep, the 986 is a bit technical.. any hints for the tip trans? Thanks again
Burner's Cars , Hi, also, you didn't have to support the Motor from below? After you removed the transmission? Did you use a top cross brace attached to the circle hook?
Thanks man
thank you for your insight!
Thanks for watching!
Should you replace the hydraulic tensioners with new ones?
What is an estimated cost to have the "ims" replaced before it fails ?
I am the second owner of a boxster with 60000 miles.
9:50 I started to sing enter sandman in my head ....oh look its James Hetfield
A favor to us all, if if we have no plans of turning a wrench. Thank you
I wonder how much a Porsche dealership would charge to replace the IMS bearing? Great job!
Probably at least $10-$15k... It turns out Porsche won't replace just the IMS bearing... Instead, they replace the entire intermediate shaft (bearing and all) with a later design... a process that requires you to rebuild the engine.
Buddy of mine had his done and said it was a couple grand.
Hi, Sorry for my english because i`m from Spain, Mallorca island, i have a Porsche 986 M 96/23 2004, with 3 chains and 3 tensioners, the problem is when alignement the camshaft 1 2 3, then take off the special tool for alignement. Then made the 360º and the camshaft arrive again but in a wrong position one of those, or stop in the middle because may a valve stop it.... you can help me, please? may be i making bad tension, or when i put the two camshaft on the chain something may be is wrong... so strange... sorry.
Your videos are the best of Porsche
Thanks
Maximiliano
Thank you for the question! If I understand your question, I think I have an answer. The camshaft rotates at half the speed of the crankshaft. This means that if one camshaft is correctly aligned and you rotate the crankshaft 360 degrees, it will no longer be correctly aligned. If you rotate the crankshaft another 360 degrees in the same direction, the camshaft should come back to the correct alignment. If that describes your situation, then everything is working properly. Hope this helps!
Awsome
Hey Im using you video to change the cluch / flywheel on my 07 Cayman and out of curiousity do I need to lock the engine at TDC to replace the flywheel?
No, you don't need to worry about it. You will need to hold the flywheel in place however, as it will spin when you try to loosen the bolts. Use a locking tool or chain like I did in this video when you both remove and install the flywheel: ua-cam.com/video/-4BFtFqhOO8/v-deo.html You should be good with just that. no locking in TDC is necessary.
Hi..unsure if you still monitor this video however I have a leak on the one of my tensioner bolts. I need to replace the crush washer. Do I need to lock the cam as well as the crank to remove the bolt?It's a 987 caymann sThanks in advance
I’d like to hear an answer to that too. I want to change my lower tensioner and am nervous to do so without the tool to lock the cams.
@@roberteddy8760 hello.
i sold the car dec 18 but i just tightened the bolt very slightly. stopped the leak
Great videos! - In the video you took out 2 Timing Chain tensioners - for the right bank and the vertical chain but not the one for the left bank. was that intentional? should you take out the third one even though it is far away from the IMS end of the engine?
I'd sure like to here a response to this.
I've been following his videos for this project, and the flange covering my IMS was extremely difficult to remove. After the fact, I looked up LN Engineering's manual. It said it should not take excessive force; if it does then you probably didn't remove all 3. The third tensioner that he didn't remove in the video tensions the chain between the crank and the IMS, so it will have a tendency to pull the IMS upward, off-center from the bearing's center bolt which would explain the difficulty.
To be honest I don't think him removing the 2 tensioners accomplished anything here; unless all 3 are removed, the IMS will be under tension making everything harder. Even so, it looked like it turned out fine for him so I'm just going to mirror what he did. Removing all 3 tensioners also makes the IMS all loose and floppy, which is a little unnerving...
Wish he would respond but seems like he's been AWOL for a while
Ben removed tensioners from the two chains running off the rear of the IMS, which is fine as it will stop the shaft moving when the bearing is removed. The tensioner for the left bank is at the front of the engine where the shaft is anchored by a separate bearing, so no need to remove that one.
I'm pretty sure technically it's Top Dead Center for two of the pistons, and not for the other 4.
Great videos. I feel that i can relate to your projects very well, and agree that the tools/parts required are significantly overpriced. i have been looking for measurements so that i can make my own cam locking tool as well. i need it specifically because i need to replace the #6 exhaust lifter that ticks intermittently. I have a 1999 911 with 98k miles. about 3 or 4 months ago i replaced the clutch and inspected the IMS at the same time. The bearing felt like it was in perfect shape and i decided not to spend the 1000 or so dollars on the parts/equipment needed to replace it. I am still debating whether to replace it or not while i have everything apart to replace the lifter. Can you also tell me what abec rating you used for your replacement IMS bearing. I have read your blog and plan to source my own bearing as well.
Hi Nathan. I'm glad you're finding this project useful! I love hearing about others who are tackling these challenging projects! Keep me updated with your progress on your 911! I've been meaning to provide more details about the cam locking tools, so I went ahead and wrote up the details in a blog post: burnerscars.blogspot.com/2016/09/how-to-make-your-own-special-tools-for.html
I wonder if it really makes sense to replace your IMS bearing... your 911 is a dual row which is relatively reliable. If it has had regular oil changes and you've inspected it, you might just want to leave it alone. The bearing I used had a C3 clearance rating.
Thank you very much for the additional information. As always its a very good write up. The more I think about it the more I feel like I should wait at least till I replace the clutch again to tackle the IMSB.
After cutting apart and inspecting my dual row bearing, I think I would have done the same.
Is this a 2.7? I'm wondering what the difference would be in a 2001 3.2?
This is a 2000 3.2. You might have a single row bearing instead of a double row (narrower IMS bearing). It's a little unclear when Porsche switched, but otherwise, I would expect your engine to be nearly identical.
Thank you for the reply. You're video's are very informative and detailed. You instill confidence. Cheers.
Hello,
Thanks for all your video. You became my coach (with the Dempsey) before my IMS project.
May I ask you a piece of advice?
I've got a problem with one of the step in this video, even if I'm in 3 chains while you are 5.
Before removing the IMS cover, I locked the crankshaft pulley to TDC, then the backward camshaft (close to the flywheel) with the 9686 locking tool that someone lent me.
BUT, impossible to put in place the same second 9686 locking tool on the camshafts on the right front. It fits on the bottom exhaust camshaft, but not the upper intake camshaft. The slot is approx offset of the thickness of the tool, preventing the tool to enter, even if well vertical...
Have you got any idea or advice?
Thanks a lot.
Seb, France.
After a good night of rest, and the help of club911.net french forum, everything is ok now.
I probably lost my clear-sightedness yesterday after too many hours in the workshop + a misunderstanding of the procedure. At the beginning I was trying to put the timing tool in bank 1 and 2 in the same time. Then, trying to focus, I probably failed to align it, despite 5 or 6 crankshaft 360°.
It's ok now.
Let's continue with the tablet in the workshop ;-)
I'm glad to hear you were able to sort it all out and make progress! I often find a good night of sleep changes things! Keep up the excellent work, and let me know how the project goes! -Burner
Hello, glad to see your answer ;-) My IMS job is done, so -I think- I better understand now the timing of the engine. I took a moment to analyse the different sources of inspiration or information I took, among which your super cool set of videos for the global IMS project.
May I humbly share with you a question on this episode, in which it could have a mistake, in relation with my misunderstanding. It seems you put the timing tools in both bank 1 and bank 2 in the same time, what was impossible for me. The difference with me is that first you have a 5 chains engines, and second, you built your tools. So my hypothesis is that you succeeded in putting the 2 tools simultaneously because you made them in a 4 mm steal sheet, while the camshaft slot is 6 mm large, and because it's a single camshaft procedure. But, if someone uses 6mm large tool like the official 9686 tool (6 mm large, except where you have the screw), this may be impossible. I think the good way may be to secure bank 1 only, slot pulley side, which means crankshaft sprocket ims bearing side, where the risk of chain jump is the highest. Trying to put a second 9686 or 6 mm tool in the same time doesn't work. To work 100% secure, it is necessary to build a modified 9686 type tool, like in the Bentley video (but not the book...), and to put it in bank 2 simultaneously. Sorry if this is not clear, but if my hypothesis is correct, I thought you could be interested in what didn't allow me to reproduce your procedure. By the way I think what you did is correct, except that your tool may have had 2 mm play in the slot.
An other conclusion of my misunderstanding analysis is that I didn't well made the difference between the timing locking process (different methods in books or web), and the check of the timing after the ims job. Book like 101 projects can be a bit confusing for a beginner like me, when talking about different methods.
Here it is... thanks again for your massive job for the community !
Seb
Dude. Your pants are falling down.
Yep. Sorry about that... got to remember a belt...
Absolutely no reason to take the belt off.
SLEEPY.... again....zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz
Thats an awesome detailed video!! Only one question: how can I know, how many slots do I have? 1 or 2? My engine is 2001 ..