Discussion
Lots of talk on the internet about the IMS bearing failure issue but very few write ups by actual owners who have tried one of the options available to sort it so here goes……
The catalyst to me being involved in Porsche ownership was, having spent a morning driving a Ferrari 360 round an airfield, a good friend offered me the opportunity to drive his 996 that afternoon for comparison purposes. Perhaps it’s my age but I found the Porsche had more structural integrity than the Ferrari and delivered similar goods with a lot less fuss….not what I was expecting and got me thinking of a new toy.
Having been impressed with the Porsche I did some research to see what changes had been introduced since my involvement with the earlier air cooled cars and found that whilst the manufacturer was still respected there were also some reported reliability issues with the new water cooled engines mainly involving the apparent random failure of the IMS bearing.
It was widely reported that unlike many component failures that manifest themselves with an audible warning and/or drop in performance that warn the driver of impending trouble, the IMS bearing could fail without notice and due to the critical nature of its role usually resulted in catastrophic engine damage. The bearing in question appears to be of sufficient size to cope with the task of supporting the end of the IMS however it is a grease packed sealed for life unit that can, on occasions, suffer with engine oil ingress that washes out the grease and compromises the lubrication. Insufficient lubrication - excess heat - bearing failure.
Not being a gambling man I was reluctant to invest in a vehicle that could, without warning, empty my wallet so researched what preventative measures were on the market before committing myself to a purchase. A number of specialists offer high quality rebuilds to engineer out the issues but I wanted to buy a good car that I could protect at reasonable cost without the need for an expensive pre-emptive rebuild. Who wants to pull apart a car that’s running like a Swiss watch?
Replacement bearings are available but fitting these alone only removes some of the risk as nothing has been added to prevent the original problem reoccurring and the suppliers state they remain a service item. There are specialists that suggest removing the bearing seals to allow the engine oil to lubricate the bearing as oppose to relying on the pre-packed grease. This was getting closer to what I wanted but splash fed oil to a bearing that is partially shrouded by both the end if the IMS itself and the bearing carrier/flange was still not ideal.
Searching the net I then found a US site that described an after-market casting made by TuneRS that was designed to both replace the original IMS bearing carrier/flange and supply a direct oil feed under pressure, through the casting, to the IMS bearing via an aeroquip hose connected to a port on the cylinder head. This in my opinion is a simple, effective engineering solution to an issue that was compromising a good engine. Another similar kit is made by LN Engineering in the states but this takes its oil feed from an adaptor beneath the oil filter.
Armed with my research I took the plunge and soon sitting on the drive was a guards red 2003 996 Carrera 2. It ran faultlessly and was a real pleasure to drive but to make the ownership that little more relaxed and address any IMS worries I ordered the Direct Oil Feed DOF kit made by TuneRS. The kit was well made and contained all parts needed for the conversion including a new bearing.
Once apart it was clear that a new clutch would be a wise move (same labour so parts cost only) and the rear main seal was leaking as predicted so also replaced. The new bearing carrier/flange fitted neatly with the oil hose being routed up the nearside of the block to the port on the head, the other components going back on in the same manner as a clutch change with the only evidence of the kit being fitted is the hose running up the side of the bell housing.
Other preventative stuff done at the same time included oil, filter, low temp thermostat and a new serpentine belt whilst access was easy. I’d love to say it’s a totally different driving experience but of course its exactly as it was before the works just now with the peace of mind that it won’t detonate without warning. This is only my take on the subject and some may say I’m being over cautious but in my opinion the standard sealed bearing is just not worth the risk/inconvenience/expense when this alternative is available.
Thanks to Nick at PCT Porsche in Coventry for completing the job, his no nonsense/straight talking advice and answers to my endless questions. I would recommend PCT in a heartbeat.
Time for a drive…..
The catalyst to me being involved in Porsche ownership was, having spent a morning driving a Ferrari 360 round an airfield, a good friend offered me the opportunity to drive his 996 that afternoon for comparison purposes. Perhaps it’s my age but I found the Porsche had more structural integrity than the Ferrari and delivered similar goods with a lot less fuss….not what I was expecting and got me thinking of a new toy.
Having been impressed with the Porsche I did some research to see what changes had been introduced since my involvement with the earlier air cooled cars and found that whilst the manufacturer was still respected there were also some reported reliability issues with the new water cooled engines mainly involving the apparent random failure of the IMS bearing.
It was widely reported that unlike many component failures that manifest themselves with an audible warning and/or drop in performance that warn the driver of impending trouble, the IMS bearing could fail without notice and due to the critical nature of its role usually resulted in catastrophic engine damage. The bearing in question appears to be of sufficient size to cope with the task of supporting the end of the IMS however it is a grease packed sealed for life unit that can, on occasions, suffer with engine oil ingress that washes out the grease and compromises the lubrication. Insufficient lubrication - excess heat - bearing failure.
Not being a gambling man I was reluctant to invest in a vehicle that could, without warning, empty my wallet so researched what preventative measures were on the market before committing myself to a purchase. A number of specialists offer high quality rebuilds to engineer out the issues but I wanted to buy a good car that I could protect at reasonable cost without the need for an expensive pre-emptive rebuild. Who wants to pull apart a car that’s running like a Swiss watch?
Replacement bearings are available but fitting these alone only removes some of the risk as nothing has been added to prevent the original problem reoccurring and the suppliers state they remain a service item. There are specialists that suggest removing the bearing seals to allow the engine oil to lubricate the bearing as oppose to relying on the pre-packed grease. This was getting closer to what I wanted but splash fed oil to a bearing that is partially shrouded by both the end if the IMS itself and the bearing carrier/flange was still not ideal.
Searching the net I then found a US site that described an after-market casting made by TuneRS that was designed to both replace the original IMS bearing carrier/flange and supply a direct oil feed under pressure, through the casting, to the IMS bearing via an aeroquip hose connected to a port on the cylinder head. This in my opinion is a simple, effective engineering solution to an issue that was compromising a good engine. Another similar kit is made by LN Engineering in the states but this takes its oil feed from an adaptor beneath the oil filter.
Armed with my research I took the plunge and soon sitting on the drive was a guards red 2003 996 Carrera 2. It ran faultlessly and was a real pleasure to drive but to make the ownership that little more relaxed and address any IMS worries I ordered the Direct Oil Feed DOF kit made by TuneRS. The kit was well made and contained all parts needed for the conversion including a new bearing.
Once apart it was clear that a new clutch would be a wise move (same labour so parts cost only) and the rear main seal was leaking as predicted so also replaced. The new bearing carrier/flange fitted neatly with the oil hose being routed up the nearside of the block to the port on the head, the other components going back on in the same manner as a clutch change with the only evidence of the kit being fitted is the hose running up the side of the bell housing.
Other preventative stuff done at the same time included oil, filter, low temp thermostat and a new serpentine belt whilst access was easy. I’d love to say it’s a totally different driving experience but of course its exactly as it was before the works just now with the peace of mind that it won’t detonate without warning. This is only my take on the subject and some may say I’m being over cautious but in my opinion the standard sealed bearing is just not worth the risk/inconvenience/expense when this alternative is available.
Thanks to Nick at PCT Porsche in Coventry for completing the job, his no nonsense/straight talking advice and answers to my endless questions. I would recommend PCT in a heartbeat.
Time for a drive…..
Edited by Noble P4 on Thursday 10th September 22:39
rubystone said:
Great piece, lovely car.
What're the prices for the parts?
Thanks, its even nicer in the flesh.What're the prices for the parts?
The TuneRS kit is imported by Design911 and is about £500 for a single row bearing kit and about £600 for a double row. The LN kit is more expensive and if memory serves me right only does single row.
http://www.design911.co.uk/pages/productList.aspx?...
I understand the LN oil feed kit takes it's feed post filter to supply clean oil whereas other similar units do not. It's the potential debris into the bearing that can pit the faces etc.
I also had the IMS bearing replaced, albeit not with one of these oil feed versions. I did so mainly because I was dong the clutch and wanted long-term reliability for 2000+ mile trips through Europe.
I have posted pictures of my old bearing, pics of the seals removed etc and it all seemed quite serviceable. It wasn't dried out, noisy or grumbly. It came out of a 2004 car in Jan 2014 with approx. 106k on the clock.
I also had the IMS bearing replaced, albeit not with one of these oil feed versions. I did so mainly because I was dong the clutch and wanted long-term reliability for 2000+ mile trips through Europe.
I have posted pictures of my old bearing, pics of the seals removed etc and it all seemed quite serviceable. It wasn't dried out, noisy or grumbly. It came out of a 2004 car in Jan 2014 with approx. 106k on the clock.
edc said:
I understand the LN oil feed kit takes it's feed post filter to supply clean oil whereas other similar units do not. It's the potential debris into the bearing that can pit the faces etc.
I also had the IMS bearing replaced, albeit not with one of these oil feed versions. I did so mainly because I was dong the clutch and wanted long-term reliability for 2000+ mile trips through Europe.
I have posted pictures of my old bearing, pics of the seals removed etc and it all seemed quite serviceable. It wasn't dried out, noisy or grumbly. It came out of a 2004 car in Jan 2014 with approx. 106k on the clock.
Like you, my bearing appeared serviceable on removal but again like you I wanted long term reliability. Fantastic that you got over 100K without problems, some poor souls have had them fail at less that 20K. My cars at 45K but obviously mileage is not as big a contributor as you would think. I also had the IMS bearing replaced, albeit not with one of these oil feed versions. I did so mainly because I was dong the clutch and wanted long-term reliability for 2000+ mile trips through Europe.
I have posted pictures of my old bearing, pics of the seals removed etc and it all seemed quite serviceable. It wasn't dried out, noisy or grumbly. It came out of a 2004 car in Jan 2014 with approx. 106k on the clock.
Your right, the LN kit takes the oil immediately after the filter so its as clean as it can be however the TuneRS kit picks it up shortly after in the head so we will give it a go. Either way it gives me greater peace of mind than the standard set up. I will cut open the filter at the next oil change and post pics of what I find.
Not done Europe yet but its on the cards.
Edited by Noble P4 on Friday 11th September 15:16
Edited by Noble P4 on Friday 11th September 15:17
LordHaveMurci said:
Noble P4 said:
And this is why I wanted to look after it!
A rare colour on a Non GT 996 - hope you enjoy many happy miles together 
Using it as my daily at the moment so I don't see it staying at 45K for long!
Noble P4 said:
Lots of talk on the internet about the IMS bearing failure issue but very few write ups by actual owners who have tried one of the options available to sort it so here goes……
The catalyst to me being involved in Porsche ownership was, having spent a morning driving a Ferrari 360 round an airfield, a good friend offered me the opportunity to drive his 996 that afternoon for comparison purposes. Perhaps it’s my age but I found the Porsche had more structural integrity than the Ferrari and delivered similar goods with a lot less fuss….not what I was expecting and got me thinking of a new toy.
Having been impressed with the Porsche I did some research to see what changes had been introduced since my involvement with the earlier air cooled cars and found that whilst the manufacturer was still respected there were also some reported reliability issues with the new water cooled engines mainly involving the apparent random failure of the IMS bearing.
It was widely reported that unlike many component failures that manifest themselves with an audible warning and/or drop in performance that warn the driver of impending trouble, the IMS bearing could fail without notice and due to the critical nature of its role usually resulted in catastrophic engine damage. The bearing in question appears to be of sufficient size to cope with the task of supporting the end of the IMS however it is a grease packed sealed for life unit that can, on occasions, suffer with engine oil ingress that washes out the grease and compromises the lubrication. Insufficient lubrication - excess heat - bearing failure.
Not being a gambling man I was reluctant to invest in a vehicle that could, without warning, empty my wallet so researched what preventative measures were on the market before committing myself to a purchase. A number of specialists offer high quality rebuilds to engineer out the issues but I wanted to buy a good car that I could protect at reasonable cost without the need for an expensive pre-emptive rebuild. Who wants to pull apart a car that’s running like a Swiss watch?
Replacement bearings are available but fitting these alone only removes some of the risk as nothing has been added to prevent the original problem reoccurring and the suppliers state they remain a service item. There are specialists that suggest removing the bearing seals to allow the engine oil to lubricate the bearing as oppose to relying on the pre-packed grease. This was getting closer to what I wanted but splash fed oil to a bearing that is partially shrouded by both the end if the IMS itself and the bearing carrier/flange was still not ideal.
Searching the net I then found a US site that described an after-market casting made by TuneRS that was designed to both replace the original IMS bearing carrier/flange and supply a direct oil feed under pressure, through the casting, to the IMS bearing via an aeroquip hose connected to a port on the cylinder head. This in my opinion is a simple, effective engineering solution to an issue that was compromising a good engine. Another similar kit is made by LN Engineering in the states but this takes its oil feed from an adaptor beneath the oil filter.
Armed with my research I took the plunge and soon sitting on the drive was a guards red 2003 996 Carrera 2. It ran faultlessly and was a real pleasure to drive but to make the ownership that little more relaxed and address any IMS worries I ordered the Direct Oil Feed DOF kit made by TuneRS. The kit was well made and contained all parts needed for the conversion including a new bearing.
Once apart it was clear that a new clutch would be a wise move (same labour so parts cost only) and the rear main seal was leaking as predicted so also replaced. The new bearing carrier/flange fitted neatly with the oil hose being routed up the nearside of the block to the port on the head, the other components going back on in the same manner as a clutch change with the only evidence of the kit being fitted is the hose running up the side of the bell housing.
Other preventative stuff done at the same time included oil, filter, low temp thermostat and a new serpentine belt whilst access was easy. I’d love to say it’s a totally different driving experience but of course its exactly as it was before the works just now with the peace of mind that it won’t detonate without warning. This is only my take on the subject and some may say I’m being over cautious but in my opinion the standard sealed bearing is just not worth the risk/inconvenience/expense when this alternative is available.
Thanks to Nick at PCT Porsche in Coventry for completing the job, his no nonsense/straight talking advice and answers to my endless questions. I would recommend PCT in a heartbeat.
Time for a drive…..
The elbow on that hose looks very vulnerable, is the hose supported along its length with this kit? I'd be concerned about fracturing at the elbow otherwise.The catalyst to me being involved in Porsche ownership was, having spent a morning driving a Ferrari 360 round an airfield, a good friend offered me the opportunity to drive his 996 that afternoon for comparison purposes. Perhaps it’s my age but I found the Porsche had more structural integrity than the Ferrari and delivered similar goods with a lot less fuss….not what I was expecting and got me thinking of a new toy.
Having been impressed with the Porsche I did some research to see what changes had been introduced since my involvement with the earlier air cooled cars and found that whilst the manufacturer was still respected there were also some reported reliability issues with the new water cooled engines mainly involving the apparent random failure of the IMS bearing.
It was widely reported that unlike many component failures that manifest themselves with an audible warning and/or drop in performance that warn the driver of impending trouble, the IMS bearing could fail without notice and due to the critical nature of its role usually resulted in catastrophic engine damage. The bearing in question appears to be of sufficient size to cope with the task of supporting the end of the IMS however it is a grease packed sealed for life unit that can, on occasions, suffer with engine oil ingress that washes out the grease and compromises the lubrication. Insufficient lubrication - excess heat - bearing failure.
Not being a gambling man I was reluctant to invest in a vehicle that could, without warning, empty my wallet so researched what preventative measures were on the market before committing myself to a purchase. A number of specialists offer high quality rebuilds to engineer out the issues but I wanted to buy a good car that I could protect at reasonable cost without the need for an expensive pre-emptive rebuild. Who wants to pull apart a car that’s running like a Swiss watch?
Replacement bearings are available but fitting these alone only removes some of the risk as nothing has been added to prevent the original problem reoccurring and the suppliers state they remain a service item. There are specialists that suggest removing the bearing seals to allow the engine oil to lubricate the bearing as oppose to relying on the pre-packed grease. This was getting closer to what I wanted but splash fed oil to a bearing that is partially shrouded by both the end if the IMS itself and the bearing carrier/flange was still not ideal.
Searching the net I then found a US site that described an after-market casting made by TuneRS that was designed to both replace the original IMS bearing carrier/flange and supply a direct oil feed under pressure, through the casting, to the IMS bearing via an aeroquip hose connected to a port on the cylinder head. This in my opinion is a simple, effective engineering solution to an issue that was compromising a good engine. Another similar kit is made by LN Engineering in the states but this takes its oil feed from an adaptor beneath the oil filter.
Armed with my research I took the plunge and soon sitting on the drive was a guards red 2003 996 Carrera 2. It ran faultlessly and was a real pleasure to drive but to make the ownership that little more relaxed and address any IMS worries I ordered the Direct Oil Feed DOF kit made by TuneRS. The kit was well made and contained all parts needed for the conversion including a new bearing.
Once apart it was clear that a new clutch would be a wise move (same labour so parts cost only) and the rear main seal was leaking as predicted so also replaced. The new bearing carrier/flange fitted neatly with the oil hose being routed up the nearside of the block to the port on the head, the other components going back on in the same manner as a clutch change with the only evidence of the kit being fitted is the hose running up the side of the bell housing.
Other preventative stuff done at the same time included oil, filter, low temp thermostat and a new serpentine belt whilst access was easy. I’d love to say it’s a totally different driving experience but of course its exactly as it was before the works just now with the peace of mind that it won’t detonate without warning. This is only my take on the subject and some may say I’m being over cautious but in my opinion the standard sealed bearing is just not worth the risk/inconvenience/expense when this alternative is available.
Thanks to Nick at PCT Porsche in Coventry for completing the job, his no nonsense/straight talking advice and answers to my endless questions. I would recommend PCT in a heartbeat.
Time for a drive…..
Edited by Noble P4 on Thursday 10th September 22:39
Apart from that, looks to be a good solution and the car looks great
Blaster72 said:
Noble P4 said:
Lots of talk on the internet about the IMS bearing failure issue but very few write ups by actual owners who have tried one of the options available to sort it so here goes……
The catalyst to me being involved in Porsche ownership was, having spent a morning driving a Ferrari 360 round an airfield, a good friend offered me the opportunity to drive his 996 that afternoon for comparison purposes. Perhaps it’s my age but I found the Porsche had more structural integrity than the Ferrari and delivered similar goods with a lot less fuss….not what I was expecting and got me thinking of a new toy.
Having been impressed with the Porsche I did some research to see what changes had been introduced since my involvement with the earlier air cooled cars and found that whilst the manufacturer was still respected there were also some reported reliability issues with the new water cooled engines mainly involving the apparent random failure of the IMS bearing.
It was widely reported that unlike many component failures that manifest themselves with an audible warning and/or drop in performance that warn the driver of impending trouble, the IMS bearing could fail without notice and due to the critical nature of its role usually resulted in catastrophic engine damage. The bearing in question appears to be of sufficient size to cope with the task of supporting the end of the IMS however it is a grease packed sealed for life unit that can, on occasions, suffer with engine oil ingress that washes out the grease and compromises the lubrication. Insufficient lubrication - excess heat - bearing failure.
Not being a gambling man I was reluctant to invest in a vehicle that could, without warning, empty my wallet so researched what preventative measures were on the market before committing myself to a purchase. A number of specialists offer high quality rebuilds to engineer out the issues but I wanted to buy a good car that I could protect at reasonable cost without the need for an expensive pre-emptive rebuild. Who wants to pull apart a car that’s running like a Swiss watch?
Replacement bearings are available but fitting these alone only removes some of the risk as nothing has been added to prevent the original problem reoccurring and the suppliers state they remain a service item. There are specialists that suggest removing the bearing seals to allow the engine oil to lubricate the bearing as oppose to relying on the pre-packed grease. This was getting closer to what I wanted but splash fed oil to a bearing that is partially shrouded by both the end if the IMS itself and the bearing carrier/flange was still not ideal.
Searching the net I then found a US site that described an after-market casting made by TuneRS that was designed to both replace the original IMS bearing carrier/flange and supply a direct oil feed under pressure, through the casting, to the IMS bearing via an aeroquip hose connected to a port on the cylinder head. This in my opinion is a simple, effective engineering solution to an issue that was compromising a good engine. Another similar kit is made by LN Engineering in the states but this takes its oil feed from an adaptor beneath the oil filter.
Armed with my research I took the plunge and soon sitting on the drive was a guards red 2003 996 Carrera 2. It ran faultlessly and was a real pleasure to drive but to make the ownership that little more relaxed and address any IMS worries I ordered the Direct Oil Feed DOF kit made by TuneRS. The kit was well made and contained all parts needed for the conversion including a new bearing.
Once apart it was clear that a new clutch would be a wise move (same labour so parts cost only) and the rear main seal was leaking as predicted so also replaced. The new bearing carrier/flange fitted neatly with the oil hose being routed up the nearside of the block to the port on the head, the other components going back on in the same manner as a clutch change with the only evidence of the kit being fitted is the hose running up the side of the bell housing.
Other preventative stuff done at the same time included oil, filter, low temp thermostat and a new serpentine belt whilst access was easy. I’d love to say it’s a totally different driving experience but of course its exactly as it was before the works just now with the peace of mind that it won’t detonate without warning. This is only my take on the subject and some may say I’m being over cautious but in my opinion the standard sealed bearing is just not worth the risk/inconvenience/expense when this alternative is available.
Thanks to Nick at PCT Porsche in Coventry for completing the job, his no nonsense/straight talking advice and answers to my endless questions. I would recommend PCT in a heartbeat.
Time for a drive…..
The elbow on that hose looks very vulnerable, is the hose supported along its length with this kit? I'd be concerned about fracturing at the elbow otherwise.The catalyst to me being involved in Porsche ownership was, having spent a morning driving a Ferrari 360 round an airfield, a good friend offered me the opportunity to drive his 996 that afternoon for comparison purposes. Perhaps it’s my age but I found the Porsche had more structural integrity than the Ferrari and delivered similar goods with a lot less fuss….not what I was expecting and got me thinking of a new toy.
Having been impressed with the Porsche I did some research to see what changes had been introduced since my involvement with the earlier air cooled cars and found that whilst the manufacturer was still respected there were also some reported reliability issues with the new water cooled engines mainly involving the apparent random failure of the IMS bearing.
It was widely reported that unlike many component failures that manifest themselves with an audible warning and/or drop in performance that warn the driver of impending trouble, the IMS bearing could fail without notice and due to the critical nature of its role usually resulted in catastrophic engine damage. The bearing in question appears to be of sufficient size to cope with the task of supporting the end of the IMS however it is a grease packed sealed for life unit that can, on occasions, suffer with engine oil ingress that washes out the grease and compromises the lubrication. Insufficient lubrication - excess heat - bearing failure.
Not being a gambling man I was reluctant to invest in a vehicle that could, without warning, empty my wallet so researched what preventative measures were on the market before committing myself to a purchase. A number of specialists offer high quality rebuilds to engineer out the issues but I wanted to buy a good car that I could protect at reasonable cost without the need for an expensive pre-emptive rebuild. Who wants to pull apart a car that’s running like a Swiss watch?
Replacement bearings are available but fitting these alone only removes some of the risk as nothing has been added to prevent the original problem reoccurring and the suppliers state they remain a service item. There are specialists that suggest removing the bearing seals to allow the engine oil to lubricate the bearing as oppose to relying on the pre-packed grease. This was getting closer to what I wanted but splash fed oil to a bearing that is partially shrouded by both the end if the IMS itself and the bearing carrier/flange was still not ideal.
Searching the net I then found a US site that described an after-market casting made by TuneRS that was designed to both replace the original IMS bearing carrier/flange and supply a direct oil feed under pressure, through the casting, to the IMS bearing via an aeroquip hose connected to a port on the cylinder head. This in my opinion is a simple, effective engineering solution to an issue that was compromising a good engine. Another similar kit is made by LN Engineering in the states but this takes its oil feed from an adaptor beneath the oil filter.
Armed with my research I took the plunge and soon sitting on the drive was a guards red 2003 996 Carrera 2. It ran faultlessly and was a real pleasure to drive but to make the ownership that little more relaxed and address any IMS worries I ordered the Direct Oil Feed DOF kit made by TuneRS. The kit was well made and contained all parts needed for the conversion including a new bearing.
Once apart it was clear that a new clutch would be a wise move (same labour so parts cost only) and the rear main seal was leaking as predicted so also replaced. The new bearing carrier/flange fitted neatly with the oil hose being routed up the nearside of the block to the port on the head, the other components going back on in the same manner as a clutch change with the only evidence of the kit being fitted is the hose running up the side of the bell housing.
Other preventative stuff done at the same time included oil, filter, low temp thermostat and a new serpentine belt whilst access was easy. I’d love to say it’s a totally different driving experience but of course its exactly as it was before the works just now with the peace of mind that it won’t detonate without warning. This is only my take on the subject and some may say I’m being over cautious but in my opinion the standard sealed bearing is just not worth the risk/inconvenience/expense when this alternative is available.
Thanks to Nick at PCT Porsche in Coventry for completing the job, his no nonsense/straight talking advice and answers to my endless questions. I would recommend PCT in a heartbeat.
Time for a drive…..
Edited by Noble P4 on Thursday 10th September 22:39
Apart from that, looks to be a good solution and the car looks great
The hose is supported in a bracket with the crank sensor lead and having seen it fitted don't think there is a fouling/stress issue. If I can get another pic to download I will att.
Yes its very "visual" in red!
Sorry to resurrect, but people need to save their money.
This is not needed at all.
Read from about the 5th post onwards.
http://www.911uk.com/viewtopic.php?t=108257&si...
This is not needed at all.
Read from about the 5th post onwards.
http://www.911uk.com/viewtopic.php?t=108257&si...
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