IMS Bearing Issues w/ 2005 996 Turbo S ??

Sniff · Sniff's Garage

Sorry for another IMS bearing question, but my search didn't reveal the specific information I was after.

I am considering buying a 2005 996 Turbo S since I think they represent good value. However does anyone know if this particular model is prone to IMS issues or did Porsche have that sorted out by then? The car I am looking at has under 20K miles and was driven gently. From Wayne's article on the subject, it is the cars that are driven like cream puffs that have been more prone to IMS bearing failure (the track cars seem to have their oil changed more often). If it is a problem, what would a pre-emptive replacement at a reliable independent run me? I am not sure I would want to wait for noise coming from the engine bay.

Anyone know of any other "gotchas" to be aware of with this particular car? As always, I appreciate your help.

Elombard · 08-21-2013, 02:23 AM

I am 98% sure that the Turbos, like the GT3s engine are "metzger" motors. Based on the GT1 race motor. No IMS in that design, very robust.

I know that this is true for 996 turbos and I believe its the same for 997s.

brock911 · brock911's Garage

I agree with what Elombard said above, the Metzger motor is not prone to IMS issues.

The 05 turbo S is a great car.

Best wishes,
Mike

Carrerax · 08-21-2013, 03:22 AM

Yep, the 996 turbo and GT3 aren't affected by the IMS issues. All the other 996/boxsters (including 997.1 cars) are affected and should be avoided IMHO.

Gus Berges · 08-21-2013, 07:05 AM

There are other sites that are more active than this one regarding 996s, Turbos included where you will find a wealth of info on them. That said, during my research for one, this is the summary of "what to watch out for"
1- 2nd gear pop outs
2- rear spoiler rams malfunction
3- coolant pipes blowing out
4- proper rim/tire sizes as to not mess up the differential

Other than that, those cars are rock solid and the bargain of the century when it comes to performance. Too bad I could not find one in the right condition at the right price (locally). Ended up with a 996 Turbo "Look" instead...

Sniff · Sniff's Garage

Just what I needed guys. I appreciate all the information.

SilberUrS6 · 08-21-2013, 04:49 PM

I'll add one more bit of information. The 996TT is a seriously good Porsche buy right now. Since the IMS bearing issue is a drag on the value of all the non-turbo cars, it also happens to be a drag on the turbo cars, even though they have a different design. This means that you can get a LOT of Porsche power for the dollar spent. I think the 996TTs are getting to the low point in their depreciation cycle, and folks will soon be seeing them as valuable cars. If you have the means to get one, *now* is the time.

Gus Berges · 08-21-2013, 04:55 PM

Hence my comment "bargain of the century". If you were to narrow down your search to earlier Turbos (2001-2003), you would have an even greater scope of "bang for the buck". The performance increase of an S over standard Turbos can easily be duplicated (and more!) for a lot less than the S premium, but it would carry the "stigma" of a modified car (something that is not for everyone). A modified 996TT by a reputable shop (GMG, Sharkwerks, Evoms, Protomotive, etc) is untouchable when it comes to price/performance. Good luck in your search and let us know how it goes!

Elombard · 08-21-2013, 06:38 PM

Something I always wondered about when the "S" came out. The mags talked about the increase in power (relatively modest) with a large price premium. It seemed the Aftermarket was advertising huge gains for much smaller $. Why is this? Do the OEM reliability/driveability/emissions/mileage concerns make the path to power much more difficult and $$?

Gus Berges · 08-21-2013, 06:47 PM

Yes. S boils down to intercoolers, turbos, and I think... reprogram of ECU. This said, aftermarket has found ways to improve upon factory, largely due to technology available now that was not available then. The same cannot be said for earlier cars (<1989 Carreras) unless you really dig deep against reliability.

Same applies for 930s. Much more can be done now with those cars than ever imagined 20 years ago. If I had the budget and the right car were to come along, no doubt in my mind a 996TT would be on the top of my list considering the performance I would get for the net investment (recall these cars have reached pretty much the lowest point on their depreciation curve, in part due to the "bad rep" that the overall 996 series have gone through).

Looks apart (some love the 996s, some hate them), find me another car with the prestige/performance/price than a 996. Ontop of it, remove all negative aspects (minus the subjective looks department) of a 996, add 4wd and twin turbos, and the search for a better bang for the buck "supercar" becomes even harder.

Would love a classic like Zuluracer's ex longhood, or any other immaculate longhoods shown aroind here, but at the end of the day, doing no track, find me a more practical solution....

Sniff · Sniff's Garage

Based on the comments, it may be worth widening my aperture to include the "non-S" 996 Turbos. My initial thinking was the S model was built in the last year of 996 production which would mean all the bugs were worked out. Also, the S adds a level of rarity that may be worth more in the future . . . just look at the 993 Turbo S. Those are going for insane money over their non-S brethren right now.

I am not a dealer so I don't buy cars to make a profit. That said, if there is a relatively small premium to pay for rarity at today's price points, it might be worth it.

Correct me if I am wrong, but isn't the 996 Turbo S the same as a 996TT with the X50 performance package?

Spenny_b · Spenny_b's Garage

I think the "S" has other non-engine upgrades as well...generally when Porsche release a run-out "S", it's a tad cheaper than if you were to tick the equivalent option boxes on a non-S model.

IIRC, the 996T "S" had PCCB brakes?...and IIRC they were the Gen1 system (happy to stand corrected on this!)...do some Googling on it, and if correct, there's a lot of info about them on PistonHeads. Think they were ok for road use, but track use is a no-no. A lot of folk used to remove them straight away, box them for future resale and fit steel disks and appropriate pads. Ceramic disks are not a cheap consumable, and Porsche (at least in the UK) were particularly dismissive of warrant claims.

HTH
Spencer.

Elombard · 08-22-2013, 06:22 AM

I want to say the S had some head changes to the heads, maybe bigger valves and ports, cams even and then the IC, turbos and ECU mentioned previsouly?

Spenny_b · Spenny_b's Garage

Quote:

Originally Posted by Elombard

I want to say the S had some head changes to the heads, maybe bigger valves and ports, cams even and then the IC, turbos and ECU mentioned previsouly?

I don't think it extended as far as different cams/heads/valvetrain, otherwise the increase in hp would shirley be more than it was (was a stock turbo 420, and the S 450hp?)...curiosity got the better of me, a quick Google consensus indicates the "S" is a 996TT + X50 + PCCB (plus a smattering of badges, full leather and satnav stuff), and generally not as highly thought of as the 993 Turbo S, which was far more special, with bodywork changes as well.