DIRECT OIL FEED (DOF)® LUBRICATION KIT FOR IMS BEARINGS
Posted 02.09.2013 5:08pm
The patent-pending Intermediate Shaft Bearing Direct Oil Feed System (DOF)® lubrication kit for all MY97-08 M96 and M97 Porsche engines to assist in preventing possible IMS bearing failures by providing the proper lubrication the bearing needs. Designed and developed by Miguel (Mike) Potolicchio of TuneRS Motorsports. Copyright TuneRS Motorsports 2013. MADE IN U.S.A.Vehicle Application for (DOF)®: Porsche Vehicles manufactured between 1997 to 2008 with water cooled engines excluding Turbo, GT2, GT3 and Carrera GT.
Why wait before it’s too late? Once you start to experience excessive wear on the IMS bearing, it may be too late. Give your Porsche’s IMS Bearing the proper lubrication it needs by adding a Direct Oil Feed (DOF)® kit.
Not every bearing is guaranteed to fail, but why take the risk? For the late style engines (2005-2008) with the larger bearing; your IMS bearing cannot be extracted, it will require full engine dismantling to replace. Your 997 and 987 Porsche may soon see excessive wear on the IMS bearing. Give yourself peace of mind knowing the bearing’s life can be extended with the required lubrication from the DOF®.
|DOF KIT 1 Applications
M96 Dual Row and Single Row IMS Bearing
|DOF KIT 2 Applications
M97 Larger IMS Bearing
|Porsche 986 Boxster Models 1997-2004
Porsche 996 Carrera Models 1998-2004
Porsche 997 Carrera Models 2005 (early style bearing)
Porsche 987 Cayman / Boxster Models 2005 (early style bearing)
CLICK HERE TO PURCHASE – DOF® 1 Kit
|Porsche 987 Boxster and Cayman Models 2005-2008
Porsche 997 Carrera Models 2005-2008
CLICK HERE TO PURCHASE – DOF® 2 Kit
|DOF® 1 Kit Includes:
Patent-Pending DOF®-1 Flange with anti-rust zinc plating
3 micro-encapsulated Porsche bolts
Spacer for double-row bearing
Spacer for single-row bearing
Bearing retainer clip for double-row bearing
Bearing retainer clip for single-row bearing
Stronger IMS Bearing support bolt
Engine oil port adapter with crush ring
2 Cam Plugs
3,000psi hydraulic hose
Fitting for hose
Does not include bearing
|DOF® 2 Kit Includes:
Patent-Pending DOF® 2 Flange with anti-rust zinc plating
3 micro-encapsulated Porsche bolts
Engine oil port adapter with crush ring
2 Cam Plugs
3,000psi hydraulic hose
Fitting for hose
The Reason Behind the IMS Bearing Failure – LACK OF LUBRICATION TO THE BEARING
This catastrophic failure is all too common on the 1997-2004 Boxster models and 1998-2004 996 Models. We have even seen IMS bearing failures on early 997/987 models with the smaller single row bearing as well as IMS bearingfailures on the larger, late style bearing 997/987.
The cause of these IMS bearing failures is related to lubrication. The direct oil feed (DOF)® solution uses a patent pending custom made Intermediate Shaft Flange that utilizes a direct oil feed to the original Intermediate Shaft Bearing. It uses an adapted pressure fed oil line from a positive oil pressure feed on the cylinder head directly to an opening in the custom Intermediate Shaft Flange. This feeds fresh oil directly to the open end of the IMS bearing (after removing the seal to expose the ball bearings on the IMS bearing). By using a positive oil feed from the engine’s cylinder head valve cover, there will always be a consistent flow of oil directed to the open end of the intermediate shaft bearing.
This is a cost effective way to help protect against possible IMS bearing failures. The Direct Oil Feed (DOF)® system, however, can also be used when replacing the IMS bearing with a steel SKF bearing or aftermarket ceramic ball bearing version for added insurance. The direct oil feed (DOF) kit can also be used on vehicles with pre-existing aftermarket ceramic IMS Bearing upgrades. Any bearing (steel, ceramic, roller) needs lubrication, and the DOF provides this.
|OEM Steel Bearing||Known to last over 200,000 miles|
|Ceramic Ball Bearing||Isolates temperature from bearing to shaft more efficiently; a nice option.|
|Thrust Roller Bearing||Larger load capacity over ceramic and steel ball bearings. Thrust bearings have a larger contact surface, creating more friction and heat, therefore proper lubrication becomes critical.|
|Spherical Roller Bearing||Support high loads under severe applications, severe misalignment and vibrations. Spherical roller bearings have a larger contact surface, creating more friction and heat, therefore proper lubrication becomes critical. A motorsports option.|
No matter the type of bearing, it still requires DIRECT OIL FEED to extend the life of the bearing! With the DOF®, you can use what ever bearing you choose, BUT, don’t hope that splash lubrication will provide the sufficient LUBRICATION to the bearing, the key is to have a constant Direct Oil Feed.
TEMPERATURE DROPS 15F – 35F COOLER TO THE IMS BEARING WITH THE DIRECT OIL FEED.
**Vehicle used below is a 2003 Porsche Boxster 2.7L**
The temperature reading on the left is oil sampled from the oil pan which has not been filtered or cooled. The temperature reading on the right is the actual stream of oil to the DOF® after it has been filtered and cooled. The bearing is not only receiving the proper lubrication, but just as important, the operating temperature of the bearing has dropped.
The video below shows a ceramic bearing that was removed after 46,000 running miles on a 1998 Porsche Boxster. This bearing relied on splash lubrication, and as you can see, it was inadequate. This bearing was caught in the nick of time.
DEVELOPMENT, TESTING, AND F.A.Q.
What testing has been done on the Direct Oil Feed (DOF)® since it’s initial conception?
Over three years of testing and development went into the Direct Oil Feed (DOF)® system. Several vehicles were picked during the development stages with prototypes being installed and documented. The first finalized, non-prototype DOF® was presented in February at the 2013 PCA 48 Hours at Sebring, after three years of prototype development and testing. We placed the first finalized DOF® on our #93 Spec Boxster for the 48 hour event and documented the results (specifically oil pressure drops and other parameters) afterwards. The oil fed to the ball bearings has also been cooled, dropping temperature significantly on the bearing of an average of 30 degrees.
The DOF® was not an overnight idea put straight into production either, there had been several design concepts and changes throughout development process. It is the result of studying many engines that have failed as well as more that did not fail (only were opened to be resealed). Most IMS bearing replacements that we performed were for customer “peace-of-mind.” We found that only a very small percentage of IMS bearing replacements and or engine rebuilds had IMS bearing related problems, with majority of the IMS bearings showing minimal or non-problematic wear. Again, the intermediate shaft bearing is not the issue. It’s the lack of lubrication to the IMS bearing that is the issue. The ball bearing was a modern development which reduces friction and requires less lubrication (than a flat design) and is used on just about every race car and race engine, but STILL requires LUBRICATION. Basically, if the DOF® system malfunctions due to a clogged oil line, the IMS bearing will act as an OEM unit, whereas other bearings such as flat bearings require lubrication constantly because it runs on a film of oil.
WILL THE DOF KIT WORK FOR NEWER ENGINES THAT HAVE THE LARGER IMS BEARING?
Answer: Yes. Since the IMS bearing on the newer style engines is much larger and cannot be replaced unless you dismantle the engine, the DOF® provides the perfect solution for these later engines.
How much oil is fed to the IMS bearing per minute?
At 4,000 RPM (with engine at normal operating temperature), 0.4L (400cc) per minute of oil is transferred to the IMS bearing. Using the DOF, 7cc’s of oil per second are being directed to the IMS bearing, which is nothing compared to the total flow of oil the oil pump and the oil pressure is compensated by the pressure regulator with no problems.
Is there any loss of oil pressure after installing the DOF®?
Answer: No. There is a drop of less than 0.5psi pressure loss. If there is a discernible drop in pressure for whatever reason, the engine also has a pressure compensation system to regulate that pressure. The pressure variations in the crank are higher than that during normal operation. The car generally idles at 25 psi and operates at 60-80 psi of oil pressure. It’s over 100 psi when cold.
Why keep a ball bearing in the engine to support the IMS shaft? Doesn’t the other end of the IMS shaft use a flat bearing?
We stick with the ball bearing because the bearing is not the problem. We don’t want to redesign the engine, just provide the proper lubrication to the IMS bearing. The other end of the intermediate shaft does have a flat bearing, but don’t forget to factor in that that flat bearing is under constant lubrication by the oil pump.
Why is the DOF® hose only rated at 3,000 lbs.? Why not use one with a greater pressure rating?
We don’t manufacture the hose; we purchase it from one of the most reputable makers based on the specific use. We spec’d it out with the manufacturer for the intended use and the recommendation was to go with a DOT approved, 3,000 psi rated hose even though the oil pressure will never go over 150psi. Chances of blowing a 3,000 psi rated hose in this application is likely zero.
The oil that gets to the DOF®; is that oil unfiltered?
To the right is a Porsche diagram that we filled in the oil path to the DOF. Based on this diagram, oil is picked up from the pan (#1) through the oil pick up (#2) is passed to the oil pump (#3) which is pressure regulated (#4) and filtered (#5) before being passed to the oil cooler (#6). As you can see there is no oil being bypassed and all is filtered and cooled before getting to the DOF.
The oil that is used by the DOF, won’t that oil have any debris from passing over the lifters and cam followers? Does the oil being used have any effect on the timing?
Go back to the Porsche diagram. When oil is pumped through the oil cooler (#7), it goes into the crankshaft housing. On cylinders 4-6, there is a double oil feed that is supplying oil to that side of the motor through the oil galleries. Oil that is used for the lifters or to lubricate the cams is pumped out by the return oil pump (scavenge pump) from the head (#10) and back into the pan to be filtered, so it never gets into the DOF. Oil that is being used by the DOF® is not the residual oil of the head, that oil gets pumped back into the pan, the oil going to the DOF® is a direct feed from the gallery. Pressures are compensated by the oil pressure regulator.
Nothing is being passed through any wear parts. Oil is coming directly from the filter, through the cooler, directly to the galleries. All of the oil that is always used on any component (crankshaft, rods, piston cooling valves, camshafts, lifters) that residual oil goes into the specific pans and is pumped back into the main oil pan to be recycled through again.
Isn’t the oil cooler in the stock Boxster more of a heat exchanger used to get the oil up to temperature as quickly as possible?
The cooler works both ways as a heat exchanger and oil cooler. The oil passing through has been filtered after being picked up from the pan (where it sat HOT after passing through the motor). On a cold start, the oil is not up to operating temperature, so the oil cooler acts as the heat exchanger to bring that oil up to operating temperature without allowing it to overheat. If you bypass the cooler and pull oil straight from the filter or the pan, the oil has not been cooled to operating temperature and you are throwing hot oil onto the bearing, increasing the bearing temperature and wearing it down faster. Plus, pulling oil from the oil filter (you need to have the adapter and smaller filter) limits the filtering capacity of the engine. Why would you want to limit that?
Is the oil from the DOF® being sprayed into the bearing? Won’t vapor spray cause the Air Oil Separator to work harder?
Oil is not being sprayed into the air. This oil is a direct flow, not “spraying.” The distance between the DOF and the intermediate shaft is 1.48mm. It doesn’t get sprayed into the engine, it goes directly into the IMS bearing and flows to the side of the shaft and down into the pan.
THE ADVANTAGES OF USING OUR DIRECT OIL FEED KIT (DOF)®
The DOF® kit uses oil that has already been cooled by the original Porsche oil cooler and additionally by using our optional in-line filter/cooler; temperatures on the bearing will decrease for increased reliability.
Our competitor’s use oil before the oil cooler; raising the temperature of their solid bearing, “not a good idea.”
The DOF® kit does not reduce oil filter capacity.
Our competitor’s option would cause the need to replace the oil filter in shorter intervals.
When using the DOF® kit on your Porsche, if there is an issue such as a kinked line, clogged port or cooler/filter (optional) that will cause restricted oil flow, the IMS bearing will go back running as it was originally designed with the added protection of a removed seal for extra lubrication until the issue is resolved.
Our competitor’s option uses a solid bearing that requires constant lubrication, and if there is an issue with oil flow to a solid bearing, it will seize and cause catastrophic problems.
All IMS bearing options on the market are made to help prevent possible failures. Mileage is hard to tell when one may fail. Splash oil is there some times, depending where the g-force is taking the oil. If you accelerate on a mid engine car, oil is going to splash to the back and be on the IMS bearing. If you have a 996/997, the oil will be on the other side of the engine. If you are cornering, oil will be on one side not where the bearing is. Here, with the DOF, oil is always being directed to the IMS bearing to help extend the life, no matter what position the car may be in.
Ball bearings have been and are still in use in Motorsports and racing engines to this day. Out of more than 90% of the engines we have taken apart to rebuild, the IMS bearing has not shown any issue and minimal wear even after 200,000 plus miles.
For more information, please contact us at (954) 345-7877.