O*********h
发帖数: 4674 | 1 目前看到的就是Gen1的IMS
如果手动的话如何知道离合是不是搞的半残
考虑targa S | t*****v
发帖数: 287 | 2 06以后的好像据说修复了IMS.
997.2吧，DFI+PDK还是不错的。 | f****a
发帖数: 4708 | 3 IIRC, IMS was removed in MY 2009 | v******d
发帖数: 227 | 4 997.2才彻底修复，前几年的997也会有ims的问题，但貌似概率不是很大。
【在 t*****v 的大作中提到】
: 06以后的好像据说修复了IMS.
: 997.2吧，DFI+PDK还是不错的。
| e******g
发帖数: 5344 | 5 上周看到一辆2011的CPO Carrera S，手动，3万迈，配得挺齐的，只卖6万1，我要是单
身我就搞了。 | T******g
发帖数: 21328 | 6 "The M96 issues were thoroughly discussed in a famous Excellence article
penned by Jim Pasha several years a ago. The various items that had been
noted in the previous decade were discussed in detail, with much input and
quotes from known experts such as Jake Raby. In addition to the known issues
, it was also pointed out that the engines also have some great design
features too.
Of all the issues, IMS is one of the only one that remains a mystery (the
question of cylinder ovality in 3.4s as documented by Hartech being the
other). Porous blocks and slipped sleeves are both issues pertaining to a
very specific number of early cars and RMS has been dealt with quite
effectively. Six or seven years ago, the forums were ablaze with the "
dreaded" RMS, but now, not nearly so much.
The trouble with IMS is that there remains much mystery as to why some cars
never have an issue and others do. Driving style, mainentenance etc. have
all been hypothesized, but there is no clear cause and effect. Other than
noting that good maintenance will never be a bad thing, where does that
leave us?
In my view, where possible (i.e. early 2005 and earlier), I would treat the
IMS bearing as a wear item and periodically replace it (like water pumps etc
). As well, I wouild replace it with the LN Engineering bearing, as that is
an upgrade. I just bought a 2004 Boxster S, and that is my plan. Going
forward, I plan to regularly continue to replace the IMSB with the LN unit,
perhaps on a three year/12,000 mile basis. Most would argue that this is an
excessively short frequency, but that is my conservative choice. As pointed
out, clutch, RMS and other things can be attended to at the same time and,
done at a shop, it should be less than $3K easily, parts and labor. That is
not cheap, but ammortized on an annual basis, not so bad IMO.
I truly beleive that if the IMS is dealt with in this way, that the rest of
the M96 may be a great motor (cylinder ovalilty being the one other area I'd
think about -especially for 3.4s). Obviously Porsche revised the IMSB
design several times, and ultimately eliminated it with the 2009 9A1 motor.
The question is a little trickier if you have a late 2005 through to 2008
M97 motor, as for those, the IMSB can only be replaced after the case is
split, which moves it from something that can be addressed as PM within
reasonable cost to something much more expensive. However, those cars have
the latest IMSB design, and although the numbers aren't there to know for
sure, I expect those cars are least likely to suffer. If I had an M97, I
would maintain it very well (of course) and perhaps consider an IMS Guardian
as an warning device.
This is all written from a cautious, conservative point of view. Many people
drive their M96s with no problems and never know what IMS is. I personally
know of two Boxsters with over 200K miles (one with over 250K), none of
which have had any major work. Howver, there are some (1%, 5%, whatever) who
have the bad luck, and then it can be very expensive." |
|
