911
Porsche 911 Service & Maintenance
The Porsche 911 is the heart of everything we do at Repasi Motorwerks. From air-cooled classics to the latest 992 generation, our Gold Meister certified technicians have the expertise, tools, and genuine parts to maintain your 911 to factory standards.
Gold Meister Certified · PIWIS Factory Diagnostics · Stratford, CT
Our 911 Expertise
- Service all 911 generations from 1964 to current
- Specialists in air-cooled 911, 964, 993 platforms
- Water-cooled 996, 997, 991, and 992 expertise
- PIWIS diagnostic equipment for complete system access
- Factory-trained on GT3 and GT2 variants
911 Services We Provide
Oil Service
Factory-specified oil and filter changes using Mobil 1 or Motul racing oils. Includes inspection of key systems.
Brake Service
Pad and rotor replacement, PCCB carbon ceramic brake service, brake fluid flush with DOT 4 or racing fluid.
IMS Bearing Service
Preventive IMS bearing replacement for 996 and early 997 models to prevent catastrophic engine failure.
Suspension Refresh
Shock and strut replacement, control arm bushings, alignment, and corner balancing.
Engine-Out Service
Major service requiring engine removal: clutch, rear main seal, flywheel, and complete inspection.
911 Major Services
In-depth service procedures for the most critical 911 maintenance and repair work.
IMS Bearing Replacement
Engine-Out
Why the IMS Bearing Fails
The intermediate shaft (IMS) bearing supports the shaft that drives the camshafts in M96 and M97 engines found in 996 and early 997 models (1999-2008). Porsche used a sealed ball bearing that cannot be re-lubricated, and over time the grease deteriorates, causing the bearing to spin dry. When the bearing fails, metal debris contaminates the engine oil and destroys the engine internals. Failure rates vary by generation: the single-row bearing used in 2000-2005 models is considered higher risk than the dual-row bearing in 1999 and 2006-2008 models, though both can fail.
- Affected engines: M96.01, M96.02, M96.03, M96.04, M96.05 (3.4L and 3.6L), and M97.01 (3.6L in early 997)
- Single-row bearing (2000-2005) has higher documented failure rates than the dual-row bearing (1997-1999, 2006-2008)
- Failure is catastrophic: metal debris from the bearing destroys main bearings, cylinder walls, and connecting rod bearings
- No reliable warning signs before failure other than occasional magnetic plug debris during oil changes
Our IMS Bearing Replacement Procedure
IMS bearing replacement requires either transmission removal (for the direct-fit retrofit bearing) or full engine removal for complete access. We use the LN Engineering or DOF single-row retrofit bearing, which replaces the sealed bearing with a ceramic hybrid bearing that is oil-fed from the engine's lubrication system. This eliminates the original failure mode entirely. We recommend combining IMS bearing replacement with rear main seal, clutch, and flywheel inspection since the transmission is already removed.
- LN Engineering IMS Solution or DOF retrofit bearing with oil-fed lubrication eliminates the sealed bearing failure mode
- Rear main seal (RMS) replacement included since the area is fully accessible
- Clutch disc, pressure plate, and flywheel inspected and replaced if worn — avoids a second engine-out visit
- Magnetic drain plug installed for ongoing monitoring of ferrous debris in engine oil
When to Address the IMS Bearing
We recommend IMS bearing replacement as preventive maintenance regardless of mileage, since failures occur unpredictably across the mileage spectrum. The ideal time is during any engine-out service such as clutch replacement, or as a standalone preventive measure if the bearing has never been addressed. Oil analysis showing elevated iron and chromium levels can indicate early bearing wear, but by the time debris is detectable the bearing is already compromised.
- Recommended for any M96/M97 engine that has not had the bearing replaced, regardless of mileage
- Ideal to combine with clutch replacement or other engine-out work to share labor costs
- Oil analysis (Blackstone Labs or similar) can detect elevated wear metals as an early indicator
Engine-Out Service
Engine-Out
What Requires Engine Removal
The 911's rear-engine layout means certain services can only be performed with the engine or transmission removed. Clutch replacement, rear main seal repair, flywheel service, and comprehensive leak repair all require engine-out access. For water-cooled 996/997/991/992 models, the engine drops from beneath the car after disconnecting the exhaust, driveshafts, wiring harness, and cooling lines. We use dedicated engine support fixtures and follow factory removal sequences to protect wiring and cooling connections.
- Clutch disc, pressure plate, and dual-mass or single-mass flywheel replacement
- Rear main seal (RMS) replacement for oil leaks at the engine-to-transmission flange
- Air-oil separator (AOS) replacement — accessible during engine-out but buried when installed
- Complete engine reseal addressing oil return tubes, timing cover gaskets, and case sealing surfaces
Our Engine-Out Process
Every engine-out service begins with a pre-removal inspection to define the full scope of work. We photograph the engine bay before removal and document every connector, bracket, and fastener during disassembly. Parts are pre-kitted before the car arrives so the engine spends minimal time out of the car. While the engine is out, we inspect and address every accessible component to avoid repeat visits — cylinder heads, timing chains, oil pump, and cooling system connections are all examined.
- Pre-kitted parts eliminate delays: seals, gaskets, hardware, and wear items sourced before your car arrives
- Every fastener torque-logged to factory specifications with calibrated tools
- Photo documentation at each stage creates a permanent record for provenance and future reference
- Validation drive with PIWIS scan after reassembly confirms all systems operate correctly
Bore Scoring Assessment & Repair
Specialized
Understanding Bore Scoring in M96/M97 Engines
Bore scoring affects the Lokasil (silicon-impregnated aluminum) cylinder linings in M96 and M97 engines. Unlike traditional iron cylinder sleeves, Lokasil linings rely on exposed silicon crystals to retain oil on the cylinder walls. When cooling is insufficient or the engine experiences thermal stress, the silicon crystals can break away, creating scoring marks that worsen over time. Scored cylinders lose compression, consume oil, and eventually lead to engine failure. The issue is most common in 3.4L M96.01/02 engines but can affect any M96/M97 variant.
- Lokasil cylinder construction is unique to M96/M97 — traditional honing and re-ringing does not work
- Early symptoms include increased oil consumption (beyond 1 quart per 1,000 miles) and light smoke on startup
- Borescope inspection through the spark plug holes provides definitive diagnosis without disassembly
- Scoring severity is graded: light scoring may be monitored, while deep scoring requires cylinder repair
Repair Options
When bore scoring requires repair, we offer cylinder sleeve solutions from LN Engineering (Nickies) or Mahle. These replace the Lokasil lining with traditional nickel-silicon carbide (Nikasil) plated steel sleeves that are press-fit into the aluminum case. The result is a more durable cylinder surface that tolerates thermal stress better than the original Lokasil. Full engine rebuild with new sleeves, pistons, and rings returns the engine to factory compression and oil consumption standards.
- LN Engineering Nickies: nickel-silicon carbide coated steel sleeves press-fit into the original case
- Mahle cylinder and piston kits available as complete assemblies with matched tolerances
- Engine must be fully disassembled: case halves split, crankshaft removed, cylinders machined
- We recommend addressing IMS bearing, RMS, and all seals during the rebuild to avoid repeat teardown
Cooling System Overhaul
System
Why the 911 Cooling System Needs Attention
Water-cooled 911s (996 through 992) use front-mounted radiators with long coolant runs to the rear-mounted engine. This layout creates thermal cycling stress on hoses, connectors, and the plastic coolant pipes that Porsche used in several generations. The 991 and 992 models are particularly known for plastic coolant pipe failures — these pipes become brittle with age and heat cycling, and when they crack, coolant loss can lead to rapid overheating and engine damage. Preventive replacement with updated aluminum or reinforced pipes is strongly recommended.
- 991/992 plastic coolant pipes are a known failure point — replacement with aluminum upgrades is preventive maintenance
- 996/997 models use a coolant expansion tank that becomes brittle and cracks, causing slow leaks
- Thermostat housing gaskets and water pump seals degrade over time across all water-cooled generations
- Coolant flush interval: every 4 years or 40,000 miles with Porsche-approved G13 or equivalent coolant
What a Complete Cooling Overhaul Includes
A full cooling system overhaul addresses every component in the coolant path. We replace the water pump, thermostat, expansion tank, and all plastic pipes with updated parts. Silicone coolant hoses replace degraded rubber hoses at high-stress connection points. The system is pressure-tested after reassembly to verify zero leaks before the engine reaches operating temperature.
- Water pump replacement with updated impeller design (metal impeller replacing plastic where applicable)
- Thermostat and housing replacement to ensure proper operating temperature regulation
- All coolant hoses inspected and replaced where deterioration is found — silicone upgrades available
- System vacuum-filled and pressure-tested to eliminate air pockets and verify leak-free operation
PDK & Manual Transmission Service
Specialized
PDK Dual-Clutch Transmission
The PDK (Porsche Doppelkupplungsgetriebe) is a seven-speed dual-clutch automated manual transmission used across 911 models from 2009 onward. It uses two concentric input shafts — one for odd gears, one for even — each with its own clutch pack. The mechatronic unit controls shift logic, clutch engagement, and launch control. PDK fluid and filter service is due every 40,000 miles or 4 years. The mechatronic unit can develop issues with solenoid valves and pressure accumulators, causing harsh shifts or delayed engagement.
- PDK fluid and filter change at 40,000-mile intervals using Porsche-approved dual-clutch fluid
- Mechatronic unit inspection: solenoid function testing and pressure accumulator assessment via PIWIS
- Clutch pack wear measurement through PIWIS adaptation values — determines remaining clutch life
- Software updates applied during service to incorporate the latest shift calibration improvements
Manual Transmission Service
Manual 911s use Getrag or ZF six-speed transmissions depending on generation. The G50 gearbox (used through the 993) and later six-speeds require gear oil changes at regular intervals. Synchro wear is common in high-mileage cars, particularly in second and third gears. Clutch replacement on manual 911s requires engine-out service due to the rear-engine layout, and we recommend replacing the throw-out bearing, pilot bearing, and rear main seal at the same time.
- Gear oil change every 30,000-40,000 miles depending on generation and driving style
- Synchro wear assessment: difficulty engaging gears or grinding indicates worn synchro rings
- Clutch replacement includes throw-out bearing, pilot bearing, and pressure plate inspection
- Single-mass flywheel conversion available for cars with failed or noisy dual-mass flywheels
Common 911 Issues & Solutions
Every model has its common issues. Here's what we see and how we address them.
IMS Bearing Failure (996/997.1)
Proactive IMS bearing replacement before failure. We recommend addressing this during any engine-out service.
Bore Scoring (996/997)
Cylinder inspection with borescope. Options include LN Engineering Nickies or complete engine rebuild.
Coolant Pipe Leaks (991/992)
Replace plastic coolant pipes with updated aluminum versions during preventive maintenance.
Air-Oil Separator Failure
Replace AOS when symptoms appear (smoke, oil consumption). Common on 996/997/991.
911 Service Intervals
Factory-recommended maintenance schedule to keep your 911 performing at its best.
Annual / 10,000 miles
- Oil and filter change
- Brake inspection
- Tire rotation
- Multi-point inspection
Every 2 years / 20,000 miles
- Spark plugs (varies by model)
- Air filter replacement
- Cabin filter
- Brake fluid flush
Every 4 years / 40,000 miles
- Coolant flush
- Transmission fluid (PDK or manual)
- Differential fluid
- Complete suspension inspection
Why Your 911 Needs a Specialist
The 911 has evolved dramatically across its 60-year history, with each generation having unique requirements. Air-cooled engines need different expertise than modern turbocharged flat-sixes. Our technicians are trained on every generation, ensuring your specific 911 receives appropriate care—not a one-size-fits-all approach.
911 Service FAQs
- How much does an IMS bearing replacement cost on a Porsche 911?
- IMS bearing replacement on a 996 or 997.1 typically ranges from $2,500 to $4,500 depending on whether a single-row or dual-row bearing is used and whether the clutch is replaced at the same time. Since the transmission must be removed to access the bearing, most shops recommend bundling clutch and rear main seal work to avoid paying labor twice.
- How often does a Porsche 911 need an engine-out service?
- There is no fixed mileage interval for engine-out service on a 911. It is typically performed when the rear main seal begins leaking, the clutch wears out, or bore scoring is suspected — usually somewhere between 60,000 and 120,000 miles. Water-cooled 996 and 997 models are more prone to bore scoring than later 991 and 992 engines, so proactive inspections with a borescope can catch problems early.
- What are the signs of bore scoring on a Porsche 911?
- Common symptoms include excessive oil consumption (more than one quart every 1,000 miles), a rattling or ticking noise on cold start that fades as the engine warms, and visible scoring marks when a borescope is inserted through the spark plug holes. Bore scoring is most common on M96 and M97 engines found in the 996 and 997 generations.
- Is the PDK transmission reliable on the Porsche 911?
- The PDK dual-clutch transmission is highly reliable when maintained properly. Porsche recommends fluid and filter changes every 40,000 miles, though many specialists suggest every 30,000 miles for track-driven cars. The mechatronic unit can develop issues after 80,000 miles on early 997.2 units, but overall failure rates are low compared to traditional automatics.
- How do I know if my Porsche 911 coolant pipes need replacing?
- On 996 and 997 models, the coolant transfer pipes run underneath the engine and are prone to corrosion and leaks. Warning signs include coolant loss without visible external leaks, a sweet smell from the engine bay, and overheating at idle. These pipes are best replaced during engine-out service since access is extremely limited with the engine in the car.
Ready to Schedule Your 911 Service?
Contact us today to schedule your appointment. Our Gold Meister certified technicians are ready to provide factory-level care for your Porsche 911.
911 Service Areas
We serve 911 owners across CT, NY, NJ, MA, and PA.