25 captured repliesDiscussion pagination complete · Source accounts, not a confirmed diagnosis
THIS DISCUSSION / SOURCE-DERIVED OVERVIEW
Discussion summary
YOUR RESEARCHShould I switch forums?
Reported or suspected cause
worn valve seat
Reported cause
No successful repair reported for this finding.
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Identified cause
0
Suspected cause
0
Reported fixes
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Reported cause
However, my engine failure was due to a worn valve seat which is why I asked.
Leading evidence: 'worn valve seat' (1 discussions report identifying this cause; no attributable repair resolution). Across 1 matching discussions, the most frequently mentioned possible cause is 'worn valve seat' (1 discussions; 1 report identifying it and 0 suggest it). The most frequently discussed action is 'Replace ashtray' (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 · Original poster
My indy placed it in the utility tray that I replaced my ashtray with.
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Performed · outcome unconfirmed · Original poster
The IMS itself had to be replaced, I think largely due to the condition of the bearing end.
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Suggestion · Original poster
Based on owning a swimming pool and having a good friend who helps me replace the sealed bearings in the pump when needed, I think my bearing seized before it fell apart (consistent with very low speed), and only fell apart because I had to drive it.
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Suggestion · Original poster
Based on owning a swimming pool and having a good friend who helps me replace the sealed bearings in the pump when needed, I think my bearing seized before it fell apart (consistent with very low speed), and only fell apart because I had to drive it.
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Suggestion
That is a bit surprising as Jake mentioned previously that higher displacement motors could put a strain on the factory AOS and the reason why he was developing and testing his own dual chambered AOS system.
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25 eligible posts · 0 unverified posts · 1 discussions match the subject in their title or opening post.
Rennlist: 1 discussions
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..to the 997 board?
My 2003 CS is about done. Should be in it this time next week. LN Engineering cylinders & pistons; IMS Solution; replacement IMS, AOS, clutch,
all
engine wear items, etc. I now have a $15K "conversation piece" behind my bar.
I had my displacement increased to 3.8 litres (no "extra" cost). My indy pointed out that my engine is now a 997, for all intents and purposes. So, do I go there, or continue to lurk here?
I would ask if I "belong" here, but I don't even wanna go there...
I sold my 996 3 months ago after buying a 997 and continue to hangout here. Why? It's a great (and funny*) group, plus the 997 Forum is boring.
Tell us more about what happened to your car. It's almost Halloween so a good horror story would be appropriate.
*funny=haha & funny=strange
Welcome to the 3.8 club. Why not post some picture and introduce yourself? As you know a 03 C2 is not a 997/S but having a 3.8 sleeper at your next DE will make you forget about that.
Yeah, I'll put some photos up when I get it back and cleaned up. It still has dust from "the incident", which took place up in the Appalachian highlands, at around 4200 feet above sea level, on a one lane gravel road, doing maybe 10 miles an hour. On the way to where it happened, I had exceeded the speed limit by 35 MPH or so, and cornered numerous 15 MPH curves. Go figure.
I had researched the IMS bearing issue, and planned to have it swapped when I did the clutch. Didn't work out that way. C'est la vie.
I had a major hassle retrieving the car, but managed to get it to a very highly regarded indy here in Southern New Jersey. I talked to Jake, who was very informative, but decided that I could trust my guy, which isn't the case for everyone. I had hoped to avoid cylinders & pistons, but I actually had some bad spots on the pistons, not IMS-related apparently. I had already decided to use the solution, as opposed to a different sealed bearing. The IMS itself had to be replaced, I think largely due to the condition of the bearing end.
It has been a bit of a garage queen, but that is a function of (1) where I live and (2) where I like to drive it. When I get it up in the mountains, I drive it
hard
. From now on I will "drive it like I stole it". When I'm behind the wheel, I feel like a super hero on a mission to save the world. That won't change.
It won't be going on a dyno. Others can probably speak to the HP and torque gain better than I, although I seem to recall reading about a 25 hp gain somewhere. Maybe here; maybe on the LN site; who knows?
The "cause of failure"? That's a "popcorn" topic here, isn't it? Here are the facts that I have learned about my "incident". The bearing failed and, by the time it was exposed, had pretty much come part, with the outer race still connected (fused, more or less) to the inside of the end of the IMS, and the rest of the bearing in the oil. Despite the fact that I was forced to drive the car (at a low speed) around 3 miles, the bearing fragments didn't really spread throughout the engine. The IMS was damaged, I am reasonably certain, from being seized up on one end while turning. Based on owning a swimming pool and having a good friend who helps me replace the sealed bearings in the pump when needed, I think my bearing seized before it fell apart (consistent with very low speed), and only fell apart because I had to drive it. If I had been in a position to turn it off ASAP, I suspect I would have been limited to a new bearing. We will never know.
Engines quit for all kind of reasons. The hysteria regarding the bearing is obviously a sore subject. However, my engine failure was due to a worn valve seat which is why I asked. Seems that we both concluded to upgrade with LN's options. My indy rebuilt mine as well. 26,000 miles and going strong. Good luck man. You're going to love the 3.8.'s torque.
According to my indy, I had some worn valve seats and, as I mentioned, some significant discoloration on several of the pistons (37,000 miles +/-).
Thanks for the good wishes. I can't wait to drive it again.
Speaking of bored Porsche motors, Nine Excellence 9eXX 996 turbo which is bored out to 4.1L of boosted power got top place(212mph) in the UK's Annual Vmax200 event beating out Aventador, LaFerrari, Veyron, modded GT2 amongst other cars. Pretty Impressive...
Well...
Bought the car as a race car. Had a 3.6X51. 318HP at the wheels. 10k race miles, crank broke.
Had FSI build a 3.8, all of the known tricks at the time. 340HP at the wheels. 5k race miles and we think the AOS went under full power in 4th gear, hydrolocked #4 and kerblammo.
Had FSI build the 4.0 and just got it back this summer, only 3 events on the clock and is just about to have its first oil change. I run PCA GT3 here in the upper Midwest and the cup cars don't like me chasing them down the straights. Its over 350HP now and needs to loose some more weight this winter.
Oh man that's brutal. Assume cases were ok to re-bore. Don't want to derail OP's post. Poor cup cars
I have similar experience down here higher displacement cars. I have some questions regarding current setup, injection and tuning mostly. I'll pm.
Can you confirm if your 3.8 was equipped with Flat6's own Dual Chamber AOS? What about your 4.0?
Anyone else with a Flat6 bored motor, feel free to chime in as well.
Thanks for the concern, but this thread is clearly hijacked. Or maybe this is a cheer-up-the-IMS-victim-by-extolling-the-virtue-of-increased-displacement slant on things.
Either way, I am clearly curious as to what is going to happen when I open the throttle on my little car.
That is a bit surprising as Jake mentioned previously that higher displacement motors could put a strain on the factory AOS and the reason why he was developing and testing his own dual chambered AOS system. I'm still unclear on exactly where that netted out in terms of if he is using those on his custom higher displacement engines now or not. He did mention that producing those would be cost prohibitive to sell on its own but I'm unclear on if he's using them in his own custom engines or not.
OK, I am back in the saddle, 2 rear tires, cylinders, pistons, an IMS and "all the fixins" later. I'm beginning to worry that I have bad juju. The center crest (color) popped out of one of my rear wheels while the tires were being swapped. My indy placed it in the utility tray that I replaced my ashtray with. No problem, right? A little bit of epoxy; good as new, right?
The guys at the car wash, while placing something else into the tray, pushed the crest (which is about as thick as a quarter, but smoother) out of the try and into the black hole beside the seat. Looks like I may be taking out a passenger seat. At some point, this has gotta stop...
If a crest is all of your current problems, you're way ahead of the curve now. Besides the aesthetic issues now, how does it feel?
Is it everything you hoped for?
Not sure the phrase "hoped for" really fits the situation, but early indications are that the job was expertly done. Very smooth and quiet, and noticeably perkier. I am minding doctor's orders on the break-in. Keep the RPMs moving around; no interstates for now. The clutch actually feels a lot softer, which surprises me.
