36 captured repliesDiscussion pagination complete · Source accounts, not a confirmed diagnosis
THIS DISCUSSION / SOURCE-DERIVED OVERVIEW
Discussion summary
YOUR RESEARCHDodged a bullet
Leading reported evidence
Replace with new parts
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 · Original poster
Everything wearable on and in the engine have been replaced with new parts.
Leading evidence: 'Replace with new parts' (no explicit attributable resolution; this is a reported action or suggestion). Across 1 matching discussions, the most frequently mentioned possible cause is 'original ims or a second or third retrofit' (1 discussions; 0 report identifying it and 1 suggest it). The most frequently discussed action is 'Replace prior' (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.
Source reports, not a diagnosis or a success probability. Counts refer to discussions and can overlap.
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.
Discussions that suspect a cause
1
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Suspected cause
in my 99C2 I have records that the IMS was swapped along with the clutch at 148k..unfortunately, I have no idea if it was the original IMS or a second or third retrofit.
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
Last October during the oil change prior to storage for the winter, we noted that the magnetic drain plug looked
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
These cars are coming in still running, although a few are ready for a rebuild.
These are separate views of the same evidence. Frequency alone does not establish a fix, and these counts must not be added together.
original ims or a second or third retrofit
No successful repair reported for this finding.
0
Identified cause
1
Suspected cause
0
Reported fixes
Read evidence and context
Discussions that suspect a cause
1
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.
Suspected cause
in my 99C2 I have records that the IMS was swapped along with the clutch at 148k..unfortunately, I have no idea if it was the original IMS or a second or third retrofit.
Counts describe captured discussions, not unique people or a diagnosis. Author identities are not reliably stored. Exact duplicate evidence is counted once across matching discussions; one discussion counts at most once per action/state. Multiple repairs reported together remain a combination. Suggestions and failed attempts do not establish a fix. Matches cover whole discussions and can include related faults, model variants and incomplete threads.
36 eligible posts · 0 unverified posts · 1 discussions match the subject in their title or opening post.
Rennlist: 1 discussions
0 evidence records excluded for query context · 0 excluded by outcome qualification · 0 adjusted by outcome qualification.
0 acknowledgements have no verified action link; they do not establish a repair result.
Generation: 20261026T155324Z · outcome-qualification-6. Deterministic extraction; no AI model inference. How we use sources
Our Certified Installer shared that one with us earlier today.. Good choice having him do the work!
See, dual row bearings do fail.. Now, the issue is how long it took for this bearing to progress through Stage 3 failure.. All that time it was shedding material all throughout the engine.
Wow! Why did you decide to do a rebuild? Was it making crazy noise? Did you just bring it into the shop for regular service/oil change, and they gave you the "dude you better sit down for this" speech? C'mon, some background would be helpful here...
Nice catch, I also had the same play from my dual row OG (original NSK 62O4DUA17) IMSB at 95K miles of smiles, when I pulled it and decided to replace it.
It looks like the shop/installer is a LN/FSI "certified" installer. According to their protocol they'd have to do a complete tear-down and ultrasonic clean-out before doing any type of retrofit. It will be interesting to see if they find any debris (and how much), and/or collateral damage.
I'd be most interested in what's visible in the oil filter and/or sump, i.e. the stuff the average enthusiast can take a look at. Less interested in what is revealed in a full disassembly, since by that time the money is spent anyway. If the oil filter is full of glitter, this isn't very scary because we can all see that. If there are no warning signs, that's more disturbing!
Think about it - The missing metal/steel (from the bearing) had to go somewhere. I'm sure there was plenty in both the sump and the filter (even though we didn't hear about it). The big question in my mind is how much was found in the crankshaft carrier, the heads and all the "hidden" oil galleries...and of course how much damage it caused...
Hello all!
OK some more detail!
The car has about 128,000 miles on her and is driven every few days between April and October each year.
Last October during the oil change prior to storage for the winter, we noted that the magnetic drain plug looked
like a Chia pet with black hair. Literally a dense Afro of metal filings and subsequent inspection of the oil filter had
a fair bit of metal flakes.
The only other symptom of a well worn engine was substantial camshaft deviation via readouts on the shops computer system.
I would stress that the car sounded absolutely fine without ANY weird noises, it idled well etc.
I've owned it since 2003 and have driven it hard including some track days and it has never let me down or broken anything so
it really deserves kudos as a reliable car that can be driven much harder than anything North American built and not kill you!
So obviously the question over the winter became, exchange the engine for a rebuilt unit like from Vertex etc, or rebuild it stock or rebuild it crazy.
About 2 weeks ago decided on rebuild it crazy so with the partnership of LN and my amazing local certified shop it is
at the beginning of a major transformation.
Absolutely everything will be renewed and upgraded from heads to bore increase.
Stay tuned!
Update!
Engine started up about a week ago and is undergoing very disciplined break-in period by my great Porsche master mechanic as per recommendations learned from J.Raby's school.
Everything wearable on and in the engine have been replaced with new parts. The engine is now a 3.8L with headwork, Schrick sport cams, Mahle pistons, Carillo rods, ARP bolts
deep sump, IMS Solution, bored out throttle body etc etc.
Once well broken in I would like to have it dyno tuned and see if we can tweak the final numbers by getting all of the above combined with the existing IPD plenum, headers, low flow mufflers
to work in perfect harmony.
Does anyone have any leads on a very good Porsche knowledgeable dyno shop in the Northeast USA, or Quebec or Ontario in Canada?
thanks
Peter
Somehow I�m not impressed by this. I dunno, I�ve had plenty of experience with American cars and if an engine rebuild was to be required at 128k, I�d call that car an American piece of ****, lol!
I expect more of Porsche, but maybe I shouldn�t.
I�m glad you dodged a $30k bullet, but didn�t you have to absorb a $20k BB instead, lol...
in my 99C2 I have records that the IMS was swapped along with the clutch at 148k..unfortunately, I have no idea if it was the original IMS or a second or third retrofit. I do know that it has an LNE bearing in it now, I bough tit in Feb at 171k, and I'm rolling on past 179k quickly. I'm thinking I'll do a full refresh/update at 200k.. she'll have well earned it by then.
I agree that if it had been cared for that 128K is not an impressive number.
If it was treated
very
badly, then 128k
might
be impressive.
I see lots of Asian, European and Domestic cars that have not been treated well that have 180K-300K miles on them.
I worked on at least half a dozen high mileage cars this last week.
These cars are coming in still running, although a few are ready for a rebuild.
Most of the owners decide to not spend the money for a rebuild because everything else is wearing out too.
They just keep driving them until they finally die.
Then they buy another 100K+ mileage car and drive it until it dies.
Last week I worked on a 1998 Toyota Camry with over 200K miles last week that the owner has taken great care of, always replacing parts as they wore out.
It still drives like new.
I helped him install new struts and suspension components last year when it had about 170K.
He wants to do the work himself, but lacks the tools, so I just let him use my tools while I offer advice and sometimes a helping hand.
His Honda minivan is coming in next week for new struts since it now has 180K+.
This is the kind of owner you like to see, one that wants to take care of his car, and doesn't put off repairs until there are too many to be done that they jump into another car.
I've enjoyed working with him.
