11 captured repliesDiscussion pagination complete · Source accounts, not a confirmed diagnosis
THIS DISCUSSION / SOURCE-DERIVED OVERVIEW
Discussion summary
YOUR RESEARCHOil leak near RMS/IMS
Leading reported evidence
Replace also
Performed · outcome unconfirmed
No successful repair reported for this finding.
0
Reported fixes
0
Unsuccessful attempts
1
Discussions
Read evidence and context
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Discussions that performed work without a confirmed outcome
1
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Performed · outcome unconfirmed
All good because the clutch had been improperly installed, so that got replaced also.
Leading evidence: 'Replace also' (no explicit attributable resolution; this is a reported action or suggestion). Across 1 matching discussions, The most frequently discussed action is 'Replace also' (1 discussions). For that action, 0 discussions report a resolution and 0 report an unsuccessful attempt. No action has an explicit, attributable resolution report under the current rules. These are forum reports and suggestions, not a confirmed diagnosis.
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Performed · outcome unconfirmed
Pulled the tranny and replaced the IMS and RMS seals.
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Suggestion
Back when they were replacing entire engines due to leaks that could not be stopped, Porsche came out with slightly longer microencapsulated bolts to replace the four in the bell housing area to try and hold the RMS seal bore in a more stable position during engine operation.
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Suggestion
Back when they were replacing entire engines due to leaks that could not be stopped, Porsche came out with slightly longer microencapsulated bolts to replace the four in the bell housing area to try and hold the RMS seal bore in a more stable position during engine operation.
Explicit resolution reports before identified causes, performed actions and suggestions. Within each level, matching component labels precede direct query mentions and inherited thread context; successful versus unsuccessful discussion counts, owner confirmations and independent discussion support determine order. This is not a probability of success.
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Suggestion · Original poster
(I saw some old post referencing a TSB for changing several crankcase bolts when replacing RMS/IMS).
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Suggestion
Back when they were replacing entire engines due to leaks that could not be stopped, Porsche came out with slightly longer microencapsulated bolts to replace the four in the bell housing area to try and hold the RMS seal bore in a more stable position during engine operation.
0 original-poster resolution reports. Counts can overlap; they are not unique people or a success rate.
0 discussions have direct query context; 0 report a fix in that context. Other evidence may inherit the discussion’s subject.
Suggestion
Back when they were replacing entire engines due to leaks that could not be stopped, Porsche came out with slightly longer microencapsulated bolts to replace the four in the bell housing area to try and hold the RMS seal bore in a more stable position during engine operation.
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11 eligible posts · 0 unverified posts · 1 discussions match the subject in their title or opening post.
Rennlist: 1 discussions
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Generation: 20261026T133652Z · outcome-qualification-6. Deterministic extraction; no AI model inference. How we use sources
I have an oil leak around the RMA and IMS on my 2000 996.1 C4 Cab 6-speed manual. I have the engine out for replacement of the clutch/flywheel, IMS, RMS, AOS, oil cooler and water pump. There was oil seepage and a lot of clutch dust around the RMS and IMS (see photos).The AOS also has a lot of oil/dirt (?) residue. Could this be related? My question is could the RMS and the IMS be leaking? Could it also be coming from the crankcase seam? (I saw some old post referencing a TSB for changing several crankcase bolts when replacing RMS/IMS). Comments/advice?
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Certainly the RMS is leaking, be sure to replace it with the latest PTFE genuine Porsche only.
This is what a leaking IMS looks like (photo in post 1):
https://www.renntech.org/topic/46240...with-pictures/
As for the bolts, JFP discusses it in his post:
The reason Porsche came out with replacement bolts had to do with the RMS bore concentricity or roundness. Back when they were replacing entire engines due to leaks that could not be stopped, Porsche came out with slightly longer microencapsulated bolts to replace the four in the bell housing area to try and hold the RMS seal bore in a more stable position during engine operation. These were typically applied to the early M96 engine's that had shorter bolts from the factory. Unfortunately, while they may have stopped the leaks in some cases, Porsche eventually figured out that the real issues were out of round RMS seal bores, and variances in the concentricity of the flywheel flange on the crank. To help the dealers decide which engine's could be saved by retrofitting rather than replacement, Porsche released special tool 9699/1, which became known as the "Go, No Go gauge". When inserted over the crank flange and into the RMS opening of the cases, if this tool touched the RMS bore edge or showed the case bore and/or crank flange was off visually center, no retrofit of bolts or a new seal was going to save the day and the engine had to be replaced. So it is more than just the bolts, but as Porsche also began using the longer bolts in regular production engines, most of the later engine's already carry them, and replacing them with new versions of the same bolt really does not accomplish anything. The IMS flange would get new bolts, however.
I had a seep at my RMS. Pulled the tranny and replaced the IMS and RMS seals. I don't like seeps and leaks. My mechanic told me to let it go. Nope. Figure it out.
I would have removed the IMS seal. As far as the recommendation to let your RMS continue to leak, I would get a new mechanic. Allowing your RMS to persistently leak can cause collateral damage to components such as the clutch assembly.
Good to see you are taking are of what appears to be long postponed preventative maintenance.
We just tore down an early 996 3.4 factory reman engine and it still had the non-PTFE seal and no triple lip seal on the IMS. The back of the engine was just about as dirty. I'm sure both were leaking, in addition to the AOS. Once you clean everything, I'd also update the rear case perimeter bolts with the newer microencapsulated ones as that's also a source of leaks on earlier engines (there was a TSB for this).
Don't forget to also do the oil fill tube and all the AOS vent hoses.
I called my Porsche dealer regarding the TSB for the crankcase bolts and they told me that they can�t look up the TSB by VIN (too many). They said I needed a �SY� number. Can anyone give me the TSB or SA number?
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