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Mikefocke, JFP in PA & Scnell Gelb here are the answers to your questions:
Keeping the cutting chips out of the engine is done by installing a "Dam" between the gear on the end of the IMS and case. I would use a borescope to check cleanliness BEFORE and AFTER machining and the borescope also allows pictures to be taken to prove no cuttings or any other pieces are inside the engine.
Alignment to the original bore is guaranteed by utilizing a "alignment plug/bung" that fits into the machine spindle and the engine case. After removing it i would then indicate it to prove it is zeroed in.
The car owner has the mechanic or whoever is working on the car install the new bearing into the IMS gear, an oversize sleeve which i would provide is then installed into the new bore. This would bring the bore back to its original size. The sleeve would be an interference fit so it wouldn't move or leak. The mechanic can then proceed with final installation of the IMS 3 bolt flange.
Even though no one sells a larger diameter IMS flange/3 bolt bearing carrier it doesn't mean it hasn't been done, I replaced an IMS bearing on my friends 2004 Boxster and made the Flange and the bolt that secures the bearing onto the flange. It was made from 4140 (chrome moly) and i increased the bolt diameter to 12mm and put the "O" ring groove in the bore of the IMS flange so the bolt wasn't weakened by undercutting it for an "O"ring groove. Making the OD bigger to fit an oversize bore is no problem and feel that the 3 groove seal would stretch an extra 5 mm to fit a larger OD. If a customer didn't feel comfortable with that idea i could always put 2 "O" ring grooves instead. This kind of stuff isn't "rocket science" and while certainly beyond the scope of the regular owner that does their own maintenance it's what i've been doing for many years and feel confident that i could save people many thousands of dollars from having an engine failure.
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