#porscheproblems

[lnengineering]

Do I or do I not replace my Porsche IMS Bearing?

There is quite a bit of misinformation out there when it comes to IMS bearing replacement, especially with the early 996 and 986 Boxster IMS and on cars that already had the bearing replaced previously.

Do I or do I not replace my Porsche IMS Bearing?

There is quite a bit of misinformation out there when it comes to IMS bearing replacement, especially with the early 996 and 986 Boxster…

Whether you decide to replace the bearing is completely up to you, but there are a few things you should consider before making a decision on whether or not you need to replace your IMS bearing. This article goes over all of this and more.

[lnengineering]

997 Bore Score Reality Check: What Buyers and Owners Get Wrong — and How Proper Engine Rebuilds Solve It

Cylinder bore scoring in the Porsche 997 has become one of the most misunderstood topics in the water-cooled 911 world. Internet discussions often reduce the issue to sound bites, published “failure rates,” or simplistic advice like “just buy a 997.2 instead.” None of that reflects mechanical reality.

997 Bore Score Reality Check: What Buyers and Owners Get Wrong — and How Proper Engine Rebuilds…

Cylinder bore scoring in the Porsche 997 has become one of the most misunderstood topics in the water-cooled 911 world. Internet…

This article takes a different approach. It addresses 997 bore score issues as they actually exist, explains why many inspections miss the problem entirely, and connects bore scoring to the broader conversation around 997.1 engine rebuilds, including what separates real solutions from temporary fixes.

[lnengineering]

How to choose a Porsche Engine Rebuilder and What is Required to Rebuild a Porsche Engine Correctly | Porsche Club of America

After reading this, you’ll understand better what is required to properly rebuild your Porsche engine and what questions you need to be aski

Porsche engine repair isn’t a parts swap—it’s a measured, documented process. Start by choosing a rebuilder with platform-specific experience on M96/M97 and later engines, written procedures, and inspection reports you can keep. Look for transparent estimates (no surprise add-ons after teardown), cylinder remediation plans for issues like bore scoring, and proof of precision machining, cleanliness standards, and final assembly records (clearances, fastener strategy, surface finishes). A reputable shop will outline a break-in and validation plan—compression/leakdown baselines, early oil changes, and support after installation—and offer a written warranty. If a quote seems unrealistically low or the shop can’t explain ring/cylinder compatibility and finish targets, move on. Choose a team known for data-driven methods and accountability to ensure your Porsche engine repair restores performance and longevity the right way.

[lnengineering]

Don’t Wait for a Breakdown: Why Replacing Your Porsche 996 Coolant Expansion Tank Is Essential

If you own a Porsche 996, there’s one plastic part quietly aging behind the scenes that could leave you stranded without warning: your Porsche coolant expansion tank.

Jake Raby of Flat 6 Innovations explains in a recent Rennvision technical video that although most of these tanks have already been replaced once, they often fail again—and sometimes even a second or third time. The reason? The design itself is inherently flawed. The tanks are made of plastic, and over time, heat cycling, pressure, and age take their toll.

What Are the Warning Signs?

You might assume that a failing expansion tank would show clear symptoms—but that's not always the case. These tanks can crack or begin leaking with little to no warning. Many owners report simply seeing the low coolant light pop on unexpectedly. By the time you check under the decklid, you're already low on coolant—or worse, stuck on the side of the road.

One clear visual clue is discoloration. A tank that has turned yellow or amber is likely brittle and near the end of its service life. In the video, Jake shows an original tank with visible spider cracks forming along the bottom. Although it hadn’t leaked—yet—it was clearly on borrowed time.

But here’s the kicker: not all cracked tanks show yellowing. Some can appear clear but still fail due to age and internal stress. That’s why proactive replacement is so important, especially if you don’t know when the tank was last changed.

Why Only Use the Genuine Porsche Expansion Tank

Flat 6 Innovations recommends—and requires—the use of the genuine Porsche coolant tank for all their engine builds and customer replacements. Why?

Because aftermarket expansion tanks often don’t meet OE standards. Jake notes that cheaper copies frequently suffer from poor cap fitment, incorrect hose connections, and unreliable expansion valves. Some are even defective right out of the box.

If you’re going to the trouble of replacing a critical cooling component, don’t gamble on an inferior part. The cost difference is minor compared to the cost of overheating or towing.

✅ When Should You Replace Your 996 Expansion Tank?

If the tank is more than 8–10 years old, even if it appears clear

If you see yellowing or discoloration

If you notice spider cracks or coolant residue

If you’ve recently acquired the car and don't know its service history

Replacing the tank before failure is one of the smartest preventative maintenance steps you can take on your 996. It's best to do it while you have the engine out to do major preventative maintenance on your Boxster, Cayman, or 911, including Porsche intermediate shaft bearing and Porsche water pump replacement.

[lnengineering]

Why Pre-Qualification is Critical for Any IMS Bearing Replacement

When it comes to IMS bearing replacement, most shops skip a crucial first step: IMS pre-qualification. In this detailed walkthrough from Jake Raby—founder of Flat 6 Innovations and co-developer of the IMS Solution—viewers are reminded why a thorough inspection is absolutely essential before installing any IMS Retrofit.

This wasn’t just any job. Raby took on this rare IMS Solution installation himself because the customer owned a low-mileage 1999 Porsche 996 Carrera (only 30,000 miles) and wanted it done by the inventor of the procedure. But mileage isn't always a good thing—in fact, Raby argues that low mileage on an older Porsche can be a red flag. "Unproven" cars with few miles often suffer from neglect, especially when owners skip regular oil services based on mileage rather than time. It's critical to change your Porsche's oil every 6 months or 5,000 miles, whichever comes first. It's just as important to use the right engine oil - Driven DT40 is the best choice for M96 engines, since it has both high ZDDP and moly, critical to preventing bore scoring (which checking for this before replacing the IMS is a must).

During the pre-qualification process, Raby's team checked:

Camshaft deviation values using a scan tool

The engine oil filter for signs of plastic debris

The sump plate and oil pan for foreign objects or wear materials

Evidence of bore scoring using a through-sump borescope inspection

What did they find? A loose M6 x 30 mm bolt with impact damage—clear evidence it had already passed between moving components—along with machining debris and moisture contamination. These red flags led Raby to fail the IMS bearing replacement pre-qualification.

This reinforces an essential truth: installing a high-end IMS retrofit like the IMS Solution on a compromised engine is a waste of time and money. If deeper problems like bore scoring, camshaft wear, or chain tensioner failure are present, they must be addressed first—or the IMS bearing isn’t the weakest link.

IMS Solution: The Only Permanent Fix for IMS Bearing Failure

Unlike temporary fixes that simply replace the original sealed ball bearing with another wear-prone component, the IMS Solution is a patented oil-fed plain bearing system designed by Jake Raby and Charles Navarro of LN Engineering. It completely eliminates the failure-prone ball bearing and is the only permanent solution to the IMS bearing problem for M96 engines in 1997–2008 Porsche Boxster, Cayman, and 911 models.

The IMS Solution:

Uses a plain bearing fed by engine oil pressure, not a sealed bearing

Eliminates bearing service intervals and the risk of catastrophic failure

Requires no future maintenance—a true lifetime fix

Is only available through Certified Installers who follow strict pre-qualification procedures

When you choose the IMS Solution, you're not just replacing a bearing—you’re resolving the root cause with the most thoroughly tested, professionally installed upgrade available.

Not Every Porsche Is a Candidate for IMS Bearing Replacement

If you’re considering an IMS bearing replacement, the takeaway is clear: pre-qualification is non-negotiable. Whether you're using an LN Engineering IMS Retrofit or upgrading to the IMS Solution, skipping proper inspection could result in catastrophic engine damage.

That’s why only IMS Solution Certified Installers are authorized to perform this procedure. Each is hand-selected by Jake Raby through rigorous training and must requalify annually. They follow a strict protocol—checking camshaft deviation, inspecting the sump and oil filter for debris, and performing a borescope inspection of the cylinders—to ensure that your engine is truly a good candidate for the IMS Solution.

Call to Action

Don’t leave your Porsche’s engine to chance. 👉 Find an IMS Solution Certified Installer and schedule a pre-qualification today: https://imsretrofit.com/certified-installers

Want to learn more? 📘 Download the official IMS Solution Installation Manual 🔍 Learn about pre-qualification and diagnostic procedures: https://imsretrofit.com

Protect your engine with the only permanent IMS bearing replacement—engineered for peace of mind, backed by industry leaders, and installed by certified professionals.

[lnengineering]

Porsche 997.1 vs 997.2: Key Differences, Common Problems, and What You Need to Know

If you’re shopping for a Porsche 997 or currently own one, understanding the differences between the 997.1 (2005–2008) and 997.2 (2009–2012) models is essential—especially when it comes to reliability, performance, and long-term maintenance.

While the interior and exterior changes between generations are subtle, the drivetrain updates introduced with the 997.2 are where Porsche made the most significant improvements. Let’s dive into what changed and what you should watch for in both generations.

🔧 Engine Updates: From M97 to MA1

The biggest change in the 997.2 is the introduction of the MA1 engine—also referred to as the 9A1. This engine replaced the problematic M97 engine found in the 997.1 and brought a number of advancements:

No IMS bearing – The intermediate shaft was eliminated.

Direct Fuel Injection (DFI) – Enabled higher compression, better performance, and improved fuel economy.

⚙️ Transmission: Tiptronic vs PDK

The 997.1 used the aging Tiptronic automatic transmission, which was replaced in the 997.2 by Porsche’s PDK dual-clutch gearbox. The result?

Faster shifts

Better performance

Improved fuel efficiency—even over manual transmission models

While the PDK is generally reliable, parts availability is limited. Porsche often recommends complete gearbox replacement when failures occur, making preventative maintenance crucial.

🚨 Common Issues with the 997.1

If you're considering a 997.1 model, be aware of these known issues:

IMS Bearing Failure

2005–2008 models had an updated, but still failure-prone, IMS bearing.

In 2006, Porsche introduced a larger non-serviceable IMS bearing. These are more robust but still benefit from having the factory grease seal removed to improve longevity.

Cylinder Bore Scoring

Affects both 3.6L and 3.8L engines.

Bore scoping and used oil analysis are the best ways to detect scoring before it becomes catastrophic.

Shared Problems with 996 Models

Coolant leaks, AOS failures, RMS leaks, and cracked expansion tanks are common.

⚠️ Known Issues in the 997.2

While the 997.2 resolved many of the issues found in earlier models, it’s not without its concerns:

Bore Scoring

Still possible, although far less common than in 997.1 models.

Coolant Crossover Pipe Leaks

Corroded metal connectors and aging rubber hoses can cause leaks as the car ages.

High-Pressure Fuel Pump Failure (HPFP)

A failed HPFP can result in limp mode or the car not starting.

Replacement pumps are costly and can be difficult to source.

PDK Transmission Issues

Failures in sensors, solenoids, or the valve body are rare but expensive.

Track use or poor service can accelerate wear.

🛢️ Oil System Differences

997.1 Models

Prone to oil starvation and aeration during track use.

Adding a deep sump is strongly recommended to improve oil control.

997.2 Models

Feature a variable output oil pump that solves many oiling issues.

However, fuel dilution from DFI is a new challenge.

Use Driven DI40 and change your oil every 6 months or 5,000 miles to reduce wear and prevent bore scoring.

🧰 Final Advice for Owners and Buyers

Annual inspections by a Porsche specialist are essential for both generations.

If you’re shopping for a 997.1 or 997.2, invest in a pre-purchase inspection (PPI). It can save you thousands in surprise repairs.

Be proactive—issues like bore scoring, coolant leaks, and HPFP failure are easier to deal with when caught early.

Whether you're rebuilding, maintaining, or shopping for a 997, trust the experts. Visit LNEngineering.com or give us a call to learn more.

[tjc73]

Seems like a legit substitute for a spare tire....5 business day wait for a replacement tire...#porsche #porsche911 #porscheproblems