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Alden, owner of Flintworks in Campbell, CA, installed the new LN Engineering ceramic IMS bearing and new RMS in my '99 Boxster with 80K miles today 03/01/2010. I made a video and took step by step photos for Alden to post. It's 8:45 pm and I'm in a room at the Campbell Inn beat from watching Alden work and ready to watch Jack Bauer save the US from imminent disaster. I'll add more about this process from my point of view later but will say that the procedure went very well and we both are confident in the new bearing. I'll be picking the car up tomorrow 03/02/2010 and will post my thoughts and observations tomorrow evening.
I'm stuck in my hotel room waiting for the rain to slack up so I'll add some observations. After the Tip was removed we could not see any oil leaking from either the IMS or RMS and both were original. Alden removed the IMS keeper and tapped the center bolt of the IMS bearing into the shaft as the instructions indicated. Immediately very thick, burned smelling oil ran out of the bearing so strong I could smell it front six feet back where I was videoing. The oil that was drained from the crank case had smelled normal so this oil was directly related to the bearing.
Upon removal the bearing appeared to be ok except it's rotating movement was not near as smooth as the LN ceramic bearing. The LN bearing tapped in smoothly using the somewhat primitive looking tools that were supplied and Alden, erring on the side of caution, tapped the bearing in in several stages removing the tool several times to check progress so the bearing was not pushed in to far. I was greatly relieved that he did it this way instead of just pounding away.
After the bearing was seated the keeper ring had to be installed and this proved to be the most difficult step as the ring is designed to fit in a groove just in front of the bearing and has to be collapsed just enough to clear the case and snap into the groove. Bending the ring is not an option as it will not work as designed but once again Alden was patient and took it in several stages until it snapped in properly.
The bearing keeper was then installed and Alden moved on to the RMS of which I won't go into detail as Alden will be posting images and a video of both procedures once I get home and edit everything.
The IMS bearing replacement is deemed a standard maintenance item by LN Engineering and although I had doubts when I read that I can now say I agree that the process, once learned, can probably be turned into an hour procedure.
I have nothing but praise for Alden and his work methods, he knows what he's doing, has a calm demeanor, excellent problem solving skills and knows Porsches. He's very positive about Boxsters and could sense my concerns regarding this procedure and put me at ease through the whole process stopping to answer my questions thoroughly. Just the fact that he allowed me to stay, looking over his shoulder and make a video says a lot as most mechanics I know want you out of their way. Although Alden is an hour and a half drive from me I will not hesitate to drive to his shop for further service.
The new IMS bearing and RMS will get their first work out today in the hour and a half drive home I just wish it was a better day so I could put the top down and take Hwy 1.
I'm stuck in my hotel room waiting for the rain to slack up so I'll add some observations. After the Tip was removed we could not see any oil leaking from either the IMS or RMS and both were original. Alden removed the IMS keeper and tapped the center bolt of the IMS bearing into the shaft as the instructions indicated. Immediately very thick, burned smelling oil ran out of the bearing so strong I could smell it front six feet back where I was videoing. The oil that was drained from the crank case had smelled normal so this oil was directly related to the bearing.
Upon removal the bearing appeared to be ok except it's rotating movement was not near as smooth as the LN ceramic bearing. The LN bearing tapped in smoothly using the somewhat primitive looking tools that were supplied and Alden, erring on the side of caution, tapped the bearing in in several stages removing the tool several times to check progress so the bearing was not pushed in to far. I was greatly relieved that he did it this way instead of just pounding away.
After the bearing was seated the keeper ring had to be installed and this proved to be the most difficult step as the ring is designed to fit in a groove just in front of the bearing and has to be collapsed just enough to clear the case and snap into the groove. Bending the ring is not an option as it will not work as designed but once again Alden was patient and took it in several stages until it snapped in properly.
The bearing keeper was then installed and Alden moved on to the RMS of which I won't go into detail as Alden will be posting images and a video of both procedures once I get home and edit everything.
The IMS bearing replacement is deemed a standard maintenance item by LN Engineering and although I had doubts when I read that I can now say I agree that the process, once learned, can probably be turned into an hour procedure.
I have nothing but praise for Alden and his work methods, he knows what he's doing, has a calm demeanor, excellent problem solving skills and knows Porsches. He's very positive about Boxsters and could sense my concerns regarding this procedure and put me at ease through the whole process stopping to answer my questions thoroughly. Just the fact that he allowed me to stay, looking over his shoulder and make a video says a lot as most mechanics I know want you out of their way. Although Alden is an hour and a half drive from me I will not hesitate to drive to his shop for further service.
The new IMS bearing and RMS will get their first work out today in the hour and a half drive home I just wish it was a better day so I could put the top down and take Hwy 1.
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