Porsche boxster engine failure

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  • Buying a Porsche Boxster ? 15 Issues to Look Out For | Revolution Porsche
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  • Find out what to look for when buying a used Porsche Boxster by reading this IMS bearing failure, which caused catastrophic engine failure in some cars.

    I Chose the boxster due to its reliability, build quality and because it was a Porsche. My other considerations were an M3, S, Monaro or a.

    Most models of the generation of the Porsche sports car were afflicted with a vulnerability in the intermediate shaft (IMS) that drove their engines' camshafts. Failure of the ball bearing of the IMS could destroy the engine entirely. The M96/M97 engines in the Porsche as well as Porsche Boxster and Caymam.

    IMS failure is catastrophic instant damage and noise. Owning the Boxster has been a pure joy over the years and I'm about to upgrade to a low Why would i expect a Porsche to fail that was a much newer car with many less miles. James answered 3 years ago. You may trust factory knowledge, but trusting them to be forthcoming is a whole other matter.

    IMS Bearing Failure Symptoms | Revolution Porsche

    The purpose of the intermediate shaft is to drive the camshafts indirectly off the crankshaft. By using an intermediate shaft, the speed of the chains are reduced, which is better for chain life. This basic design was used throughout the entire lifespan of the aircooled six-cylinder Mezger engine used through The inclusion of an intermediate shaft which drives the camshafts indirectly off the crankshaft has been a mainstay of the horizontally-opposed flat 6 engine utilized by Porsche.

    The same design has been retained with the water-cooled Turbo, GT2, and GT3 models as their engines are based off the same engine case with the same internals as the earlier aircooled engines. This intermediate shaft features plain bearings that are pressure fed engine oil for lubrication and never fail. If these bearings wear out, and engine may develop a slight knocking noise due to increased running clearance, but this condition will never result in a catastrophic engine failure.

    As such, for interchangeability, the camshafts could no longer be driven off one end of the IMS. This required that the chains be driven off opposite ends of the intermediate shaft. On the rearmost side of the intermediate shaft closest to the flywheel , you have the main sprocket the drives the intermediate shaft off the crank as well as a smaller sprocket and chain that goes to one of the cylinders heads to drive the cams.

    Clear on the opposite end of the intermediate shaft there is another sprocket to drive the cams for the opposite cylinder head. This end of the intermediate shaft has a plain bearing surface integrated into the front oil pump console that is pressure fed oil for lubrication directly from the oil pump.

    As a result, this end of the IMS always performs flawlessly and never shows wear. Unfortunately, due to how the crankcase was designed, there are no internal oil passages from which pressurized engine oil can be used to lubricate a plain bearing on the side closest to the flywheel. The IMS in the M96 and subsequent M97 engine is located directly beneath the crankshaft carrier and is connected to the crankshaft by means of a chain.

    Additionally, it is this ball-bearing that handles the majority of the load on the intermediate shaft, including thrust control. The most common deficiency with the M96 engine and its revisions through is the failure of the ball-bearing found in the intermediate shaft. The intermediate shaft found in the M96 and later M97 engine was revised three times. The earliest design incorporated a dual-row ball-bearing used through model year and in some and models. Starting in model year , a single row ball-bearing with a significantly reduced load capacity was used.

    By model year , all engines used this smaller, lower capacity bearing. Starting with the model year, the design was again revised to use a much larger single row bearing with the same load capacity of the early dual-row ball-bearings.

    However, starting with the model year, Porsche in its third revision of the intermediate shaft bearing changed over to a design that is not serviceable without engine dis-assembly, leaving later model years with no recourse for addressing this issue with preventative maintenance, which failures still frequent. In all revisions, a sealed ball-bearing was used, rather than allowing for engine oil located in the wet sump to lubricate and cool the ball-bearing. There is no recommended service interval for these bearings nor provisions for their replacement from the factory.

    However, with model year through engines, the intermediate shaft bearing thankfully is serviceable and with preventative maintenance, costly repairs can be prevented. The IMS Solution is a permanent fix with no service interval.

    Porsche IMS Bearing Failure Explained

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