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Discussion summary
YOUR RESEARCHHas any engines failed that had a Tiptronic?
Leading reported evidence
Replace 99' tip engine
Performed · outcome unconfirmed
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Performed · outcome unconfirmed
my 99' tip engine was replaced at 52K miles due to an engine 'ticking sound', later confirmed to be a engine failure waiting to happen.
Leading evidence: 'Replace 99' tip engine' (no explicit attributable resolution; this is a reported action or suggestion). Across 1 matching discussions, The most frequently discussed action is 'Replace 99' tip engine' (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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Fore what it's worth I have a 2001 C2 Tip, replaced engine at 69,000 miles.
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there were a few had RMS, including mine, but mine is fine since the dealer replaced the org.
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Suggestion
I agree with you, I have been driving for 40+ years, high perf cars and mom and dad mobiles, always did the oil changes on time or earlier than recommended and I have not had a engine failure.
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Rennlist: 1 discussions
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Now I think about this, I havent heard of any.
If this is the case, supporting the engine case structure could help alleviate stresses to the block/case that cause it to fail.
RMS leaks seemed to persist less with tippies.
Just a thought.
Mr. Raby, your thoughts.
3 years ago, when i was looking for a tip, out of about 50 cars, the only one had eng. replacement was a 02 tip.
there were a few had RMS, including mine, but mine is fine since the dealer replaced the org. RMS about 8 years ago.
I've come to believe that the three things about a tip which seem to bear out the lower incidence of stress related internal issues are
a) they can't be over-revved without some serious work
b) they shift instead of bouncing off a limiter at redline, and
c) the torque converter keeps you from really lugging it at low rpm
It's also possible that the torque converter has a dampening effect on the drive line in general
For example IMS, given the nature of the IMS failure and the proximity of the securing M8 stud to the clutch and pressure plate at the front of the motor, who knows, maybe the clutch / pressure plate cycling creates some sort of odd nth order vibration or shock that slowly over time exacerbates an already precarious design.
That having been said, I've done trans and motor mounts in the past 18 months (on an 02)
The old porous blocks had to be a straight manufacturing defect IMHO, I don't think it would have mattered if you had a CVT on one of those
I'm very curious to hear what Jake has to say here
I sold my 996 to another person (not a Renny member) with 102k miles.
He was told by a respected, and I mean very respected Porsche builder here in San Anto that the motor will blow up after 100k miles.
I told him it is the opposite, it is in the low miles when the engine hasnt proven itself is when it
could
break.
Now I have heard some high-milers break, Im a little worried about it - I dont want the new owner to think I lied.
I went off the knowledge I gained from Rennlist.
I've read that the relevance of a tip vs. manual causing IMS failures isn't as much as the stress it places on the motor, but rather that a leaking oil seal captures the dust from the clutch as it wears. The clutch dust is extremely abrasive and once it mixes into the oil around a seal it speeds up the wear on the shaft and then you have a real problem.
I believe it has to do with the movement of the manual tranny vs tip too. Much less with the tip. Some would argue that there are many more 6spd vs tip, so it is more a matter of odds. Not really sure, but I have a 99 Tip and never any IMS problem.
99 C2 6sp 46k miles. I have been on this board a year and read all the inputs. To date, I have not had any RMS or IMS failures. However, I am planning to pre-empt a catastrophic failure of either by just going ahead and having it done, including the clutch, t/o bearing, and pressure plate, and water pump while they are in there.
Last month, I was in for my annual, and went ahead and had them change out the coolant resevoir, just because after 11 years it seemed prudent. I also replaced the A/C compressor because that had failed the week before, so they were going to be messing around up there anyway. A few years ago I did the valve cover seals just because the car was 6 years old. Again, seemed prudent. Still no visual problems with the RMS or valve covers. Nice and dry.
The car has been driven to work, road trips, and a dozen DE track events over the years since I acquired it in 2004 with 7,500 miles and original tires.
I have gone ahead and done many preventative items on this car over the years that are the common problems with 996's even though I have never experienced these failures. Since this is my 4th 996, I know what to expect. I prefer not to wait until they fail in some remote location. None of my previous 996's ever had an RMS or IMS failure. All four were/are 6-speeds. I drove each of the previous 3 for over 40,000 miles each before changing cars so I never had a high mileage one. Each car got plenty of track time. I never had to get a free engine from the factory while I was under warrenty, or later on.
And, if it makes any difference, all four 996's were dealer serviced, every time, by Brumos Porsche in Jacksonville. There were 12 Porsches over 35 years that preceded these four 996's, and I learned way back that it is cheaper to have a certified dealer do the work and provide their coverage for parts and labor, than to go it alone or with an indy here.
I mention this because there are are tens of thousands of 996 engines out there that haven't failed or leaked and probably won't ever. But it gets scary here on this board because we only really hear the results of the 5% that did fail. I'm scared because of what I read about that 5% (and 5% is a VERY high number - although that is not a confirmed percentage, but an estimate by other posters here). Since I hope to make this specific car my keeper, I am acting largely on fear, and also on some fact that the probability is there for failure at any time or mileage. It is cheaper to fix something that isn't broken, than to deal with a blown engine later. I'm not a gambler. I have rolled the dice four times in a row, and I know that one can crap out at any time.
What about the D-chunk? I'm still gonna roll the dice on that one a while longer and see what Raby comes up with.
my 99' tip engine was replaced at 52K miles due to an engine 'ticking sound', later confirmed to be a engine failure waiting to happen. 56K miles now on reman engine
Mark,
I agree with you, I have been driving for 40+ years, high perf cars and mom and dad mobiles, always did the oil changes on time or earlier than recommended and I have not had a engine failure. Now that I have said that, mebbe I SHOULD get a warranty!
Yes.. They fail too, but not nearly as frequently it seems..
And we have a really good hunch why that happens.. Because the driver can't induce death, the tranny won't allow that to occur.
And thats why it hasn't blown...
I purchased a 2003 C4 Tip 'former garage queen' CPO in 2007, engine blew with 11k miles. IMS.
CPO covered replacement, am putting 10k miles per year, new engine is happy so far and car likes being driven.
My only mistake right now is not putting 15k miles per year.
I sold my 97 Boxster 5 sp with 120k+ miles, have 70k on 2000 996 Tip, and over 50k on my 01 S 6 sp that Jake is currently building a HP stroked 3.6 for, and I have never had any kind of leak, no failures, no nothing. Part of that may be luck or 5k oil changes, but I really believe these cars are just about as good as any others with respect to catastrophic failures.
The reason we hear so much more about the M96 failures is that Porsche made a ton of them compared to everything else they've done, a lot or guys have bought them that have never had Porsches before, drive them very hard, and the numbers have exposed a design issue that would never have surfaced on most mass manufactured engines. For those of you that worry about your 996 failing, just hope for it, so you can get a high performance version by flat6, and if you wish for it very hard, it will probably never happen. I just went ahead and got one for my 986 because Jake is just up the road, and I couldn't pass up the opportunity. I would have done the 996, but it's a Tip, and not likely to be as much fun, even though I like the 996 better.
When I tore into Steve's engine it didn't have any impending failures to be noted.. It had the typical issues like worn vario cam tensioner pads and stuck lifters, but his IMS bearing was free and didn't have any signs of failure in it's immediate future..
Steve's new engine is on my bench right now, being assembled (3.2>>3.6 Big Bore)
The tiptronic cars seem like the do not fail as much, but that may just be due to a fewer number of them being on the road
Given the tips have the same engines and issues, that seems the logical conclusion. Can't see how a transmission could keep a cylinder head from cracking or the IMS bearing from failing...
Its RPM and vario-cam related and impacts the IMS failuyre more than anything.
I do not have the cold hard facts to make a more detailed post, but I am gathering data daily.
Fore what it's worth I have a 2001 C2 Tip, replaced engine at 69,000 miles. Not with rebuilt but brand new crate engine. Seems to sound better and run smoother
