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YOUR RESEARCHIMS Bearing Replacement and Car Value
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tempest in a teapot
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This whole bearing issue is a tempest in a teapot.
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Unless it is installed immediately prior to the sale of the car, I can't see it bumping up the value significantly.
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I can tell you that I just sold my low mileage (less than 30k) '99 Carrera 4 Tip which still had the factory fitted IMS bearing installed.
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my car just had the bearing installed weeks before his purchase and it made the sale smooth and the owner confident that the bearing wouldn't be a concern.
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my car just had the bearing installed weeks before his purchase and it made the sale smooth and the owner confident that the bearing wouldn't be a concern.
Lubricate bearing wear will be inevitable and leading
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Surely Porsche would have been taken to court quite some time ago if the frequency of failure is much higher, that has not turned out to be, but with cases of loss of lubricating grease and inability for the bearing to continuelly be lubricated, bearing wear will be inevitable and leading to eventual failures, the failur rate just hasn't hit a point to support a strong legal case, i.e.
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Surely Porsche would have been taken to court quite some time ago if the frequency of failure is much higher, that has not turned out to be, but with cases of loss of lubricating grease and inability for the bearing to continuelly be lubricated, bearing wear will be inevitable and leading to eventual failures, the failur rate just hasn't hit a point to support a strong legal case, i.e.
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It's been said (and it appears from above that at least one person was convinced enough to preemptively change the bearing) that a leak from the bell housing -which is very common due to RMS leaks- must be investigated immediately in case the leak is coming from a failing IMS bearing.
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I own a '99 996 and am considering getting the LN IMS Bearing replacement for about $2,300. If I decided to sell my car, do you think I will be able to recoup the cost of the LN IMS Bearing? In other words if my car let's say is currently worth $20,000 with all things being equal could I get $22,300 after I got the LN IMS Bearing done?
I might be looking to get a 3.6L, but don't know the timing of my purchase.
Thanks.
You do an IMS upgrade for your own sanity; not to get the money back when you sell it. Do you change your oil because you care about the health of your engine or just so you can say to a potential buyer, "look, I changed the oil?" Sure, you can tell a subsequent buyer that your car has an IMS upgrade and that might appeal to some but don't think your car is worth "2,300 more" than another car because it has it. Just be happy you didn't have to fork over $15K for a new engine while you had it.
-Eric
I'm looking to buy a 996 right now. I've seen one advertise the upgrade. When seeing cars that the owner did this proactively, I'm more likely to offer the asking price instead of trying to dicker. Guess I just trust the owner and, more importantly, the car.
Just my $0.02
I can't see it adding to the price. I might make me pick one car over another, but I certainly wouldn't pay you the price of the installation. If I was going to do that I could just have it done on any other car I found...
It may help a knowledgable buyer choose your car over another, and could be a negotiating point of somebody is trying to lowball you.
But that is not the reason to have the bearing refit. For that much money I might buy a good warranty and do the bearing when I need a clutch.
I knew nothing about the dreaded XXX until I started to read these forums and I had already bought the car by then along with a 3 year extended warrenty. I may have it done IF and when I need a new clutch. If I was buying another 996 I would certainly consider a recent XXX addition against a car without one. All things being equal after the PPI. HOWEVER I would go for a car with no mods and no XXX as against one with DIY mods plus the XXX. I would prefer a car that has not been tampered with (apart from simple DIY work) by a PO in any way since leaving the factory. A PO with big mod ideas and little knowledge could be a very dangerous combination when buying a used car. I am talking cars with no more than 45K.
Unless it is installed immediately prior to the sale of the car, I can't see it bumping up the value significantly.
My understanding is that LNE says their IMS bearing is a wear item that should be replaced every 40-50K miles. So if I encountered someone advertising that they had changed to the LNE bearing, my first question would be "how long ago and how many miles ago?" If the LNE bearing has been in there long enough, a prospective buyer is going to have to plan on the expense of replacement in the (possibly near) future.
+1 agree.
If I ever purchase another 996 I will only consider one that I know this mod has been completed on. I will not consider another 996 without it unless the owner was willing to drop the price enough for me to do the mod.
Yeah but most buyers do not know about ims .. only those of us that read the forums. I wouldn't count on added value from this .. u might get lucky - but if you keep car for 2 plus more years consider it insurance .. of course your engine could also be toast for other reasons ...
I just picked up a 996 that had the IMSB done along with clutch, aos and RMS. If this weren't done yet I would have priced it into my offer, knowing how much the clutch and IMSB job would be.
For all the PPIs that I got done over the past few months all of the shops would advise me about how much the clutch job would be if the PO hadn't done it yet for the mileage I was looking at 50-70k. They would also tell me how much each of the other items would end up costing if I did them all in one swoop: IMSB, flywheel (if necessary), RMS etc. and that I should take that into account when I put in my offer price.
With all that said, I would drop my offering price from where I had it in mind before accordingly depending on what maintenance had been done, or would need to be done.
If it were up to me, if I had to replace clutch and other items I would get the IMSB done as well in one job. I wouldn't expect to get 2.3k over market because of the proactive maintenance, but I would expect to get less than market if these items weren't addressed. In either scenario I wouldn't expect it to affect price to 100% of the cost of the maintenance. A small premium over market for having the maintenance done (10-25% of cost) and the discount for not having it done to be a larger bargaining chip (50-75% of cost depending on how soon job needed to be done).
That also addresses a different scenario than the OP proposed. OP said nothing about having the clutch done at the same time.
But let's cut to the chase: new parts, whether it's brakes, tyres, clutch, starter, or an entirely new gearbox or engine, make a car more appealing to a buyer
because
he expects the seller to eat at least part of the cost. Otherwise, if the cost was equal, most people would rather have them done after the sale by the shop of their choosing. An additional factor with the IMS bearing however, is that not everyone knows about it and not everyone who does know is convinced it needs upgrading.
So to answer the OP's question straight-on: your chances of recouping the entire cost of an IMS retrofit when selling the car is virtually zero. You may have a slim chance of recouping a portion of it if the buyer just happens to be someone who would otherwise have had it done at his own expense as soon as he buys the car. If I were you I would do nothing, mention nothing. If the buyer brings up the subject of the IMS bearing, that's time enough for you and he to negotiate the price if you so choose. Or pass on the offer and wait for a buyer who has no clue about the IMS...which is a lot more people than you might think.
I would rater have a car with the ORIGINAL IMS and well maintained (oil changed regularly) then one with an LNE kit. The reason; you may be selling me an engine that was 'almost' gone and there are 'chunks-o-metal' sloshing around in the oil.
If a buyer wanted me to drop my asking price by $2,300 because I did not have the IMS retrofit done then he would not be buying my car.
If I did happen to have it done I would not ask $2,300 more for it.
Just replaced my AOS. Is my car worth $1000 more? Don't think so.
Flip it around from do the IMSB while you are in there for a clutch - to do the clutch, RMS, and AOS while you are in there for the IMSB - probably takes you to $3,100 or so for the service and you and any potential buyer can feel you are good to go for awhile.
Or not. As others have mentioned, you shouldn't make the decision based upon a return on investment. No different than upgrading a house - you'll never recoup dollar for dollar on any remodeling or upgrade, but the house will be more marketable, and if you aren't selling it you reap the enjoyment factor.
I have a 99 996, and when I purchased mine the total maintance "history" of the vehicles I looked at was considered when looking at the price. I might have paid more for one with this retrofit, as a well as more for one with a documented major service etc.. I think your ability to recover the 2.3 K will depend on market "supply and demand" and not just the retrofit. I would suggest saving that money for your 3.6 purchase. ...So an interesting question... would you pay 10% more for your next 3.6L if it had a good maintenance history.
Thanks for all the responses. It is too bad that we have to be concerned with this issue.
I decided to hold off on the IMSB installation on my car and instead find the right 3.6L. After I find the right 3.6L I will do an IMSB installation. I know that the risk is that I can suffer a $16k engine failure during my search time, but I have been enjoying my '99 since I bought 8 years ago and now has 48k miles. (Though not without the common issues). I just had oil changed and the saw nothing suspicious in the oils filters etc., so hopefully all will be well in the interim.
Assuming all else being equal I would probably be less inclined to haggle over price on prospective 996/997 purchase if the PO had done an IMSB and I was able to verify that, as well as the overall condition of the engine and car with the mechanic.
I def would not - no one has shown that there is any reliable method for *divining* IMSB failure...not low miles, not high miles, not single row b vs double row.. I just had 4k worth of flywhl, rms, clutch done on my M96/04. Porsche Tech - advised against it. He didn't feel like that aftermarket b was any better and would be no better than putting an oem new part. Chad (my hero) has seen more 996 than I ever care too - of course we are talking only abt the 3.4 and 3.6. So. I didn't have an extra 600 AND it may never ever happen - I don't track and I'm a crazy person abt *fantastic* lubrication changed at sooner than oem rec .. 3k or so not more than 4 ever (I am a girl after all lol) I will get an screw on adapter for the oil. bc I think - in my opinion that it should all be filter rather than just some. I'll put in the mag drain plug. That's it - I have my MSc - but I am not a German engineer - yet. If someone is than lit up abt it - they should get a different car. I would suspect a very tough life on the P-car if that IMSB was done - and I would walk.
Not to side-track the original discussion, but is that a fair price? Stock flywheel and clutch kit are both under $850 each shipped, RMS is less than $50, so was the labor the other $2K approximately?
The question about how long the LN Retro fit will last before failure has yet to be answered. On their website they have already acknowledged iMSB retro fit failures and I believe they introduced the LN Bearing in 2009. I am not sold rhat this is the answer yet.. People are buying piece of mind but in the end the engine design may hust be a problem a revised part can't fix.
Yes he def has! I will def drive back to Peoria Porsche for anything else I need. They took fantastic care of her and she runs like a scaulded dog
No leaks zero codes and I will be changing the oil myself
Hubby is happy (cause when I'm happy everybody's happy ~~~;}
Sorry, I can not agree with this comment, many here replace the IMSR on their cars as preventative, I replaced mine because it was LEAKING. There was no other issues and no metal, my car is well cared for and lives way to easy of a life to be truthful
Well, I have good news! I used a well repped OEM for a price quote. e-mail: Andraya.Hayward [[email removed]]. She is the one who got my parts price down by 1400.
It's your car ~ not mine ~ I had a RMS that was leaking. Which, is going to be a problem for a car that sits on a tender w 35k on the clock @ 11 yrs. Therefore, I'm not replacing an OEM w aftermarket *if* it needed replaced I would have still replaced it OEM. Stock as a rock is boolean to many
You got a great price!
I am still shopping around and have a few others who were recommended to me by friends.
I want the work done for peace of mind, besides my boys (6/2) like me to go "mach speed."
No, and there's an important distinction here. It's been stated that an oil leak from the IMSB area is an indication of a failing bearing -this is false-. The oil leak is through either the flange or the stud.
Ok, I am not a mechanic, engineer or even very bright so explain to me where the oil that is leaking from flange or stud is coming from. Since the bearing is sealed does it come from around the bearing or in it?
When the bearing fails the outer and inner races become connected by seized *****, at least for a split second...
That breaks the center stud which then falls into the bell housing.. That opens up a 1/4" diameter hole directly into the crankcase through the center of the flange..
Then oil pours out...
Hi Mr Raby - I'm a convert. - for which my hubby thinks you should get the noble peace prize
I do a lot of reading and caught something over on the 986 forum that the Guardian can actually report of other potential failures - I'm thinking the number is 22, but could be wrong. Would you mind expounding on that? I had thought abt the spin on oil filter and mag plug kit, but I'm thinking that the Guardian may be far more applicable to my M96/04, which has known water pumper, AOS issues. I'm a IT engineer and still a bit wrench wench, so thank you for your post. - Jenn & the Machbx
Thank you.. I forgot what compliments were like on this forum.
The IMS Guardian monitors every ferro magnetic component within the engine. It is known as the "Engine Guardian" outside the M96 world where we have developed systems for many other cars and heavy trucks already. Soon entire fleets of heavy trucks will have the technology employed in their engines, transmissions and differentials.
It's been said (and it appears from above that at least one person was convinced enough to preemptively change the bearing) that a leak from the bell housing -which is very common due to RMS leaks- must be investigated immediately in case the leak is coming from a failing IMS bearing. That's superfluous logic considering that a failing bearing cannot cause an external oil leak.
Well I just had my RMS replaced, as well as the clutch assembly and the 1k flywheel. She's not leaking now - but - honestly, what can be wrong w installing the Guardian until I need 50-60 service? I could put the 400 in the bank - let it accrue interest and hope that's enough for an engine later? yea .... I'll sleep better.
So, I'm just beginning the discussions with Flat6 to replace said IMS bearing, and the aforementioned quote begs the question.......why, when going to the expense of tearing the car apart to fit new clutch and seal etc, would you NOT fit the new bearing? BTW, $400 invested in today's economy will be worth about, oh, $410 bucks in about a million years or so......ok, extreme but you get the point.
I'm still very undecided about this "fix" having heard everything from "if it aint broke don't fix it" to "they will all fail eventually due to inherent design problems with the engine" and "the IMS bearing should be considered a service replaceable part" etc etc etc.
I believe Flat6 are developing an absolute fix, my words not theirs but this likely wont be available until 2014 (awaiting patents) so perhaps good or better news down the road for these cars.
The real problem seems to be that it's almost impossible to detect imminent failure so you either have to get the mod done or just hope that the sun shines on the righteous, and you happen to be such a person!
Bottom line for me right now is that this is a crap shoot! Live long enough and we'll all die of wear and tear, and if we're abused along the way, we'll die earlier........this sems to be true for this bearing also. The "abuse" in this case, according to what I've read, seems to be driving the car too gently as apparently ZERO failures have occured on cars that are raced. I talked to a Porsche race mechanic at Road Atlanta a couple of months ago and he (two separate guys from two teams actually) also stated this.
My car has just about 80k miles on it and the clutch feels "odd" so I'm going to get that replaced, adn while I'm at it, the IMS bearing will go in. I just can't see replacing the clutch and NOT doing the bearing while in there! Flat6 will do the job for around $4k (on a C4) and you get a lot of other work/tests/evals included in the price. I'm lucky, they're in Ga and so am I.
Back to the original question.........for me, I'd pay more money for a car that had a documented professional job done on it. I know from my old car hobby that documented service cars fetch a lot more that those that don't have it. Also, old collectable cars that have had known problems fixed by fitting modern and recognized "fixes" command higher prices.........all of this assumes the prospective buyer knows about the problems in the first place, and that's where you educate these people by providing them links to the various media to help them understand.
I would be prepared to pay more for a 996 that had the IMS mod reather then one that did not, IF the current owner could provide documented evidence that the mod was done by a recognized authority and that NO engine damage had been reported prior to the mod.
Ya pay ya money and you take your choice!
I would like to bring up something very basic about the IMS replacement that I think gets overlooked. Many feel that Jakes L&N retrofit bearing is a better design than the original, but I think what is more important is that you are taking out the old bearing that may be in the process of failing. Most bearings that come out are still in decent shape but the ones that are starting to go, like in another of Jakes recent posts, is almost definitely saving that driver an engine. So weather you believe in the newly designed bearing or not, you can't argue that its good to get a look at the old one and see if it's failing.
Why? Bc I just bought the car and put all my money down and then in 48 hrs had to put 3500 into my car. I did NOT have. Moreover - It all depends on who you ask - Some people say that only 99 M96 have the problem then I hear that the 3.4 don't - I mean, on and on, till iI'm nauseated. Either way - I didn't have another 600 bux - AND the Porsche Tech said it wasn't any better than the one I have in there right now - A stock bearing w 37 k on the clock. Finish that off w the fact that I will do the oil change myself at 5k and only use good ole Mobil 1 - tho I am going to use LnEs screw on filter mod. It's funny the difference a couple months, makes - Marc - I cannot begin to imagine being a moderater on this forum. I'm tired of hearing about it wo any new insight beyond "Nobody knows" - there aren't a ton of 996 in St Louis - I am going to be on court tv w my car and will ask a California Porsche tech his thoughts. My opinion? Bc yes I do have one ... Don't buy a 996 "s" That s tells me someone is going to drive it like they stole it. I know I am a minority in thinking that actually driving it like it IS a $91k sportscar is "unheard of" I suppose I think if I drive it like those fast little old gals I saw driving Pcars on the Autobahn - that it will be fine - I do not keep the engine turning 3 grand and never shift up - nor do I lug my gears. My car is a 01 M96/04 - I feel like if there is a chance of the engine chewing itself up - it would be on an "s" - which are all 3.6. I have the most "dogged down" specs that I could find in a P-car. And it had one owner - who clearly didn't drive it. So it's either the best thing that has ever happened to me or it's the worst
i think i'd be a good candidate to explain selling a car with the LN engineered bearing having just been replaced. *it was also explained to me that the new LN engineering bearing has ceramic bearings and is a better bearing than the original.
like everyone else on this forum, i had concerns about the original bearing in my car and needed the flywheel replaced so i went ahead and did the bearing as both a safety measure and peace of mind for the next owner.
i'm aware this has been a debated topic regarding cost but the bearing replacement alone should not run more than $1700 ($600 bearing/$1000labor+tx.)
a fellow member "willowcreek" purchased my 1999 996 back in february. my car just had the bearing installed weeks before his purchase and it made the sale smooth and the owner confident that the bearing wouldn't be a concern.
one should not expect to recoupe any money back from the install HOWEVER i would never consider buying a car that hasn't had the bearing done OR i would subtract the total cost of bearing/labor from the asking price of any 996 i was to purchase again.
so if you assume the person buying your car is aware of the bearing issue,(seems a majority are these days) having the bearing replaced is only a plus and will certainly sell your car easier/less of a hassle than a car that has it's original bearing.
i also want to add that i really miss my 996 - i enjoy the 911sc i purchased but i appreciate the smoothness of the 996 tranny/brakes and overall ride/comfort features.
I def be getting the Guardian until I have to do 60k work. After seeing STG's 996 - in a big puddle of oil - yeah - I don't think that there is any reason NOT to do it. Ex
Very sorry, didn't mean to offend in any way at all machbx. I'm new to this problem and as time goes by one would hope that somethin new comes to light. I guess perhaps not, other than "get it changed when you can." Like you my P dealership tells me not to worry about it, then you read/hear horror stories. Where does one go to get the real deal on this damned thing, other than from those who own and run them on a daily basis. As far as I'm concerned you guys, and gals, are the real deal........so I ask questions.
Once again, very sorry if I offended.
Lol. I'm not offended - sorry if I sounded snippy. I'm just like you. I wish someone could hand me the ironclad proof as what makes that bearing fail. A "this+this=bad" but no one can. As close as we can get is the aftermarket. Which like you the dealer. Who has been awesome to me says all that Porsche will say "not needed". Grrr
My opinion is to stick with Porsche Approved parts. If the failures hit a certain statistical threshold, and there was a better designed bearing, Porsche would have superceded the part # with the new design. There are lots of examples of them doing this after taking careful engineering analysis and consideration of the problem. They have a multi million $ engineering budget and I'm not going to second guess what they decide is the right corrective action to take.
I'd rather take my chances with the factory bearing and consider failure to be a low probability event. No use worrying about low probabilty events that you don't really have control over.
While I agree with the above theory in some cases, I also make informed decisions (for myself) when I see explainations being provided and supported with logical analysis.
Surely Porsche would have been taken to court quite some time ago if the frequency of failure is much higher, that has not turned out to be, but with cases of loss of lubricating grease and inability for the bearing to continuelly be lubricated, bearing wear will be inevitable and leading to eventual failures, the failur rate just hasn't hit a point to support a strong legal case, i.e. it is still economically more feasible for Porsche to replace engines under warranty, or slightly out of warranty to keep the customers happy, i.e. not creating a major stink, than to develope a real bulletproof fix.
My predication is that Porsche will not bother developing a bulletproof permanent fix since so far the rate of failure is likely considered "acceptable", especially given Porsche no longer uses IMS in their new cars, and the older 996 and 997 cars will all run out of any warranty coverage sooner than later.
I will have to post some pix taken last week at a local indy shop specializing in Porsches and other German cars, one failed IMS bearing welded part of itself to the IMS bearing flange, there is also overheating discolor as well, I also felt another IMS bearing and can clearly tell there has been noticeable wear even though there is no easily visible wear such as pitting, gouging or missing bearing race, there was a larger single row bearing removed from a 996 or a 997 but it felt fairly normal, the owner of this car decided to pro-actively replace it. They indicated having performed about 20 IMSB replacement over the last few years, with about 5 engine failures they feel could be attributed to IMS bearing, their words, not mine, so don't shoot the messenger!!
Well I know that the Ceramic bearing is superior to what was spec'd. My concern is when you change that one 'weak' application, then what fails further down on the engine?
I can tell you that I just sold my low mileage (less than 30k) '99 Carrera 4 Tip which still had the factory fitted IMS bearing installed. The gentleman who bought my car barely even mentioned the issue and in our discussions, stated it was not important to his decision.
Before you just dismiss him as being uninformed, you should know that he works for Porsche Cars North America and has since the '80s.
This whole bearing issue is a tempest in a teapot. Mass hysteria started over the net. There's no such thing as a bulletproof part. Every mechanical part will fail at some point. The question is what is the rate of failure? I find it difficult to believe that a 3rd party can come up with a solution to an issue that eludes Porsche.
I generally stay out of these discussions because I'm not a mechanic or an engineer.
But, I understand business. There are several companies in the business of offering warranties on 996s/997s, including Porsche themselves, and have sold warranties on tens of thousands of cars, if not hundreds of thousands. All of these companies have a staff of actuaries that examine the likelihood of cost/risk/outlay/revenue/reputation, etc, etc.
Maybe Porsche has been selling warranties at a loss, knowingly or unknowingly. I doubt that any other after-market companies could afford to do so and certainly not after all this time. There are hundreds of thousands of these engines out there, more than enough to do solid statistical models.
Do IMS bearings fail? Sure. Is the likelihood of failure high enough to justify spending $3500 when the clutch doesn't otherwise need work? No.
Period.
The only question remaining to a 996/997 owner is, "if my clutch is nearly due for work, is it worth 'insuring' my engine for the amount of old clutch I'd be throwing in the garbage?" A lot of people here have decided that it is worth it. Others waited or are waiting for the clutch to expire.
Trying to keep this on topic, a reduction of the asking price because the car has the original IMS bearing never came up. He was more interested in options, condition and records.
Bottom line, I bought a "14k mile garage queen", drove it for 2 years/15k miles without a problem, never lost a moment's sleep over it and was extremely sad to see it go. The new owner also bought a low mileage car and he was extremely happy to buy it. In both instances, the question of whether or not the IMS bearing had been replaced never factored into the purchase decision.
He acknowledged the issue (specifically referencing the hundreds of message board posts) and said he had spoken to a lot of the tech guys about it. Bear in mind the cost to repair any failure will come out of his pocket and not Porsche's.
WARNING! The following is merely what he said to me. It should in NO way be considered the official word on the alleged issue.
His take after his research: failure is far less prevalent than the internet would have you believe.
Now back to your regularly scheduled hand-wringing session...
That's exactly where I'm headed.....clutch has 80k on it. No idea of the driving habits of the previous owner but the clutch does feel "weird" so, it's out with the old and in with the new........along with the new IMSB from LN.
Why not just replace with an OEM factory part, if it is maintenance related?
If I was in the market for a used 911, I'd rather the previous owner replace with a new factory part than an aftermarket bearing.
Well, to be honest that makes no sense to me. The oiginal part is known to fail, for whatever reason, and when it does it takes the entire engine with it. For around $600 in parts cost I can upgrade the original part so further reduce the likelihood of my engine being destroyed.
Using an original part that is known, under some circumstances, to fail with catastrophic results is like playing with pet tigers all your life and assuming it will always be ok.........and we know where that goes!
1) Besides various online scare campaigns, there is scant evidence that your engine is likely to be destroyed by a bearing failure.
2) There is no evidence to show whether an aftermarket part has a longer or shorter service life than the factory part, so I disagree with the use of your term "upgrading."
3) There is no evidence that shows that the bearing is the first failure mode of these engines
3) If Porsche updated the design, you get the latest designed part if you decide to replace.
4) There's plenty of data that shows that the factory part in a majority of cars works according to the service life intended by the manufacturer.
5) In the unlikely event that the replaced factory bearing were to fail during the warranty period, a good case can be made to claim ancillary damages for the entire engine from Porsche
6) Porsche has a tremendous R&D organization and a quality testing organization. You can't say the same for many aftermarket companies.
So yes, I would replace with a factory part if I wanted to be cautious and consider the bearing to be a servicable item.
I have a 2005 Boxster that had a catastrophic IMS bearing failure at 29K miles. Of course the car is out of warranty due to age. The rebuilt engine cost me $8800 and with the labor to install put it over $12k. So IMS issues may seem overblown until it happens to you. The latest oil change at 28K miles had no evidence of metal shaving in the filter.
This is my second boxster, the first was a 1999. No issues with it at 70k miles.
My experiance is a 50% failure rate. Any catastrophic failure on any modern car at less than 30K miles is not acceptable.
And that's the key issue, hardly any Porsche owners would have had an issue if Porsche came out and stated on record the IMSB is a maintenance item and provides a replacement interval which Porshce will stand behind, such as with timing belt change on interference engines by other manufacturers which is usually at 100,000 miles.
The Porsche Engineer I spoke w said that the sealed bearing is problem. But did agree that if I choose to use the ceramic bearing or any "open" bearing that something else in the engine may have increased loads that weren't spec'd. They designed out of the engine finally
Well, all that's good for you and I guess it helps you sleep soundly, but for those of us who believe there's no smoke without fire, there's a mounting pile of evidence (actual bearing failures) that this thing is in fact, in some circumstances, a liability. And now we have an actual Porsche guy that says it's known to fail. So, I choose to replace before it decides for me. YMMV of course.
I would venture to say that for those of us with an after market extended warranty, replacing the bearing with a non OEM part could present issues. Imagine doing the LN retrofit, have that bearing fail (as has happened), then having your $17-$20 claim denied for installing a non OEM engine part? How ironic would that be?
This is a source reference. Confirm exact model applicability in the original material.
