By on February 7, 2011

Robert writes:

I just replaced the engine in my 2005 Porsche 911 due to the failure of the INTERMEDIATE SHAFT. I would like to know just how widespread the problem is with 911’s and other Porsche models too. Why?

I am considering filing a lawsuit against Porsche to recover the costs associated with replacing the engine. If you have had an INTERMEDIATE SHAFT failure and have an interest in joining in my lawsuit or simply sharing your experience please contact me: westsidetravelmedicineATgmail.com


Sajeev Answers:

While Baruth (HINT-HINT) preps his remarks, let’s look back: since the dawn of the automotive era, many a niche car builder received a free pass from their colossal mechanical failures. That’s part of the game: Ferraris is (sometimes?) known for fixing production mistakes well after customers take delivery. We recently saw just that with the Corvette ZR1, too. Even Deloreans were known to…well, perhaps that’s beating a dead horse.

Porsche prides itself on mechanical perfection: selling it lock/stock/barrel in their expensive iron, loading it to the hilt with additional expenses like leather wrappings, Sport Chronos and fancy Porsche Design accessories. But the “grin and bear it” part after spending thousands on repairs and maintenance bothers me. That is, after I worked in a shop where RMS (rear main seal) failures on pre-loved, out of warranty Porsche boxers were more than a little common. It left a mark on me.

But the IMS problem is a rarer, far more painful beast of burden.  The YouTube video above does a good job explaining the problem. And while that particular IMS failure came from a Spec-Boxster street car cum weekend warrior, isn’t Porsche engineering up to that task?  I know plenty of mainstream shitbuckets that do quite well as purpose-built racers in the 24 Hours of LeMons, accomplishing much more with far, far less from the factory.

So it’s a shame, and you can search many a Porsche-intensive forum to see the problem firsthand. And judge for yourself.  My thoughts are as follows: shouldn’t this problem require an announcement from Porsche like this?  Wouldn’t a brand so proud of their engineering decide to take a significant hit on their balance sheet to make loyal customers happy?  Maybe going 50/50 on the repair would be just enough to smooth things over. But I guess the April Fools in the above link applies solely to Porsche owners.

So the lawsuit, or threat thereof.  If this comes to fruition, the real winners will be the lawyers.  And that’s fine, I’ve seen plenty of injustices go unpunished. So who better to fight back than the stereotypical rich jerks in their Porsches? We wouldn’t mind owners of IMS failures chiming in too, just to gauge this lawsuit’s potential reach.

Seriously: Best and Brightest, what are your thoughts on a possible class action lawsuit for Porsche IMS failure?

Send your queries to mehta@ttac.com. Spare no details and ask for a speedy resolution if you’re in a hurry.

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43 Comments on “Super Piston Slap: Kickstarting a Porsche IMS Lawsuit?...”


  • avatar
    Zackman

    One thought that comes to my mind is: Let the “rich” fight it out among themselves, who cares? This would be poetic justice for all the poor slobs who bought Chryslers and had tranny and 2.7L failures and allegedly Chrysler’s ignoring their customers and doing nothing to help, in fact, blaming the problems on the car buyers themselves. Proper justice would be Porsche owning up to having a problem and fixing it and keeping their customers happy. Do the right thing, case closed.

  • avatar

    As someone who has worked for Volkswagen for many years and knows how they tick, here my recommendation:
    1.) Forget the class action suit. It will just make lawyers rich and you will end up with a coupon for an oil change.
    2.) Do you have paperwork, correspondence with dealer and/or Porsche U.S.A.? If not, create it. You can start writing to your dealer referencing the many telephonic conversations blah blah and demand a free engine. Set a deadline. No answer by the deadline, write again. Negative answer: Demand it again to produce more paper. Then send everything to Porsche U.S.A. demand an engine, a loaner car etc. Either get the engine and the loaner or get a negative response.
    3.) Then, and only then, write a letter outlining your experience to
    Matthias Müller, CEO
    Dr. Ing. h.c. F. Porsche AG
    Porscheplatz 1
    D-70435 Stuttgart
    Germany
    Enclose all the paperwork. Keep it to the point. Enclose printouts of posts in fora that address the same problem. (That’s enough of a hint for a class action suit.) But don’t post anything yourself, yet. End the letter with the remark “Should the matter not be solved by ….., then I will be forced to seek other avenues, including legal steps.”
    Send it FEDEX.
    Here is what will happen: Herr Müller will never read it. An assistant will send it down to the Service Dept. They will get angry at the U.S. side and bounce the matter to them. It will come with a note from the office of the CEO. U.S. needs to report back to the German Service Dept, and the German Service Dept will have to report to Müller’s assistant. Detailed statistics are kept about this. Chances are 70:30 that you will receive a phone call and the matter will go away. Not because they suddenly love you as a customer, but because they need to report back to Germany that the matter has been solved.
    If I’m wrong and they deny the claim, then sue them. Yourself.
    Once suit has been brought, you can go online and say that you have brought suit against Porsche blah blah ….  They most likely will settle.

    • 0 avatar
      Jimal

      Great advice Bertel. Without a doubt, class action lawsuits are the biggest scams going and where the money is. How else can you explain all the class action lawsuit TV commercials?

    • 0 avatar
      jaje

      As an attorney – I 2nd bypassing any class action as they do little to actually help the end user customers who are suing on their behalf.  The best court would be trial by media here as Porsche has a significant issue with IMS and also the rear main seal failures.  Bad publicity does wonders for a brand that excels itself on the quality of its products (think Honda’s 100k transferable warranty on their bad v6 transmissions).  With Porsche you should raise a stink at the dealer about this well known and documented issue – even show them a letter you are writing to the local TV station to request a report and interview.  However, some automakers and their dealers may do nothing even due to the publicity, such as the Ford Explorer rollovers b/c of low tire pressure settings [26 psi] done by dealers to hide highway speed stability problems leading to larger frequency of blowouts.

    • 0 avatar
      akatsuki

      I disagree. Sure, a class action might not get you a ton of money. But it will force Porsche to be a better seller later. Sometimes it is worth it just to punish the company and generate the bad publicity.

  • avatar
    mnm4ever

    Excellent advice Bertel… much more effective than a class action suit.

    I love Porsches, I always have, and I will own one someday, hopefully soon.  But it is things like this that have made me swear off any modern Porsche.  Mine will be a pre-1989, and quite possibly a pre-1974.  All the new ones seem to suck, and you cant work on them yourself either…

    • 0 avatar
      thebeelzebubtrigger

      Recently I happened upon a ’61 or so 356 Coupe being used by someone locally as a semi-daily driver and it really struck me how *gorgeous* the old ones were. They really look like fine jewelry up close. The new ones are cheesy looking when you see them side-by-side with the old ones.

    • 0 avatar
      Blue-S

      I work on my 2000 Boxster S.  I can’t afford to pay the dealer to touch it, that’s for sure.

  • avatar
    stevelovescars

    Excellent advice.  Having worked in the customer service area for a major manufacturer, it’s amazing how quicky situations can be fixed when someone with a VP title or higher suddenly becomes aware… or at least personally held accountable. 

    Known product issues are batted around the company like a game of hot potato while the customer gets stuck in the middle of a pissing match between the dealer, the manufacturer, and in some cases, the part supplier (a particarly annoying issue when tires are involved).  The people who answer the phones want to fix the issue but are often powerless to do much about it. 

    All of those reports that are fed upstream about customer issues and mechanical failures seem to go into a filing cabinet somewhere… until suddenly one executive becomes enlightened and demands an answer. 

    I recall one particularly frustating conversation with the head of marketing and product development in the early 1990s.  This manufacturer had decided to forego airbags in favor of those annoying electric mice to force the use of the shoulder belt (remember those?  Yikes).

    This exec argued that we were saving a hundred dollars per car (it’s been a while, so I don’t recall the exact amount) by not redesigning the dash and steering wheel for airbags.  The argument that customers were simply not buying the car because our competitors offered airbags was written off as hearsay since sales were just fine… for now. 

    I then asked if she had seen the reports about our out-of-control warranty expenses on those moving seatbelts… and lawsuits from people who claimed to have injured their fingers on the tracks, and other annoyances.  She said she hadn’t, so I pulled up the last six months of reports that had been sent up the chain of command that showed that our average warranty expense on those darned seatbelts easily exceeded the cost savings in manufacturing.  Since warranty expenses came out of a different budget than manufacuring and marketing, she didn’t really care, but at least had some more perspective.

    • 0 avatar
      Adub

      Different budgets. This is the reason domestics decontent a car and then put money on the hood to get you to buy it. Marketing has their money, and procurement has theirs, and they don’t get to share.

  • avatar
    william442

    I just received a settlement check from a large class action suit, involving a mutual fund. $32.00

  • avatar
    willbodine

    I am surprised that Porsche would let the RMS and IMS problems go unaddressed. After all, isn’t an engineering consultancy a significant part of their business? And who designed/engineered/built the intermediate shaft? I heard that they farmed that out to an outside firm. Cherman enchineering!

  • avatar
    richeffect

    “German Engineering” to me means the buyer is required to have a higher threshold of pain for when they receive the repair bill.  As a 12-year owner (only car, drove for 200k) of a Porsche 944, I’m not surprised.
    Water pump – would need replacement every 60k or it would spurt coolant onto your belts, causing stretching and slippage, colliding your valves with the cylinder in the interference motor…there was an update in 1986 but it didn’t address this issue.  No matter, every 60k was not bad.
    Rubber clutch – Really?  This would become brittle and fail.  Rumor was that it made for easier engagement.  I call b*llshit.  The car only had 150hp, the same as my 72 240z.  After the second premature failure of the expensive, factory clutch, I discovered the joys of the spring-loaded performance clutch and added a lightweight flywheel.
    My point is this.  Do everything you can outside of paying lawyers on this.  Take it as part of the ownership experience and go to the aftermarket (specifically, LN Engineering for this issue, as they have a fix) to address the issues that the factory will not.  They always do which is one good reason to love a Porsche–the huge aftermarket. Otherwise, go Honda! (Looking at used NSXs and S2000s)
     

  • avatar
    John Horner

    Ambitious state’s attorneys general sometimes get good results for consumers. They forced Ford to extend the warranty on failure prone engine modules and got Toyota to own up to certain sludge prone engines. You might, however, have a hard time finding such an elected official who wants to put their name in the headlines defending Porsche owners. The general populace doesn’t, er, feel your pain.
    Class action lawsuits have sometimes gotten benefits for some consumers. I think there was one which got Honda to slightly extend the mileage limit on warranties thanks to built in overcounting on many Honda odometers (you didn’t really travel as far as the odo says you did!). But, finding a lawyer who thinks they can find a jury which is sympathetic to Porsche owners is probably a tough nut to crack. Oh, and there are not that many Porsche owners, relatively speaking, after all.
    Most likely case: You have been burned. Tell your friends. Post on the ‘net. Warn prospective buyers that buying a Porsche is more like a tumultuous affair than it is a long term, happy, stable marriage. Some people like the sturm und drang. Not me.
     
     
     
     

    • 0 avatar
      RGS920

      I don’t imagine you would have trouble finding a lawyer who thought you had a good case.  The problem occurs when the lawyer explains to the client that he will have to shell out north of $3000 to hire an expert to examine the alleged problem and submit an expert report which backs up what you are claiming.  Then you throw in an extra $400 an hour for your expert to testify at trial.  Then if the other side gets their own expert, you might want your expert to examine that expert’s report which is even more money.  So now you’re left with a $5000 bill for an expert to “prove” your case to a jury or judge.  Suddenly, the client realizes it will be immensely more cost effective to just pay for the repair or try and have the lawyer negotiate a settlement. 

      Coincidentally, these tremendous costs are what makes class action lawsuits attractive and practical to everyday people.

  • avatar
    blowfish

    my bro had a 05 911, something went and everything comes to a grinding halt, his car had to ride on a flat deck, it has canvas enclosed too, saved the embarrassment.
    He was given a brand new engine pronto. That was 1 yr into the new car then.
    Usually they give u a funny look as trying to blame that u had raced the car over the weekend or abused her etc.
    sadly the car was written off when some kid from middle kingdom who must had failed physics, geometry et al clipped one of his rear side when racing on granville st.,  van.bc.  Probably would have been Ok if his car was short as the Smart, so the bimmer could cleared enuf room.
     

  • avatar
    GS650G

    Now this is a known problem with no easy solution, resale of affected cars will drop. This happened to plenty of cars, mostly domestics. Ford, GM and Cry-sler have their share of lemons in the basket. Pick up an affected model, drive it lightly and rarely, say prayers.
    I suspect Porsche will shrug this off, just like the domestics here did. Blame the customer as much and as hard as possible. Secretly replace a few motors and whitewash the paperwork so lawyers don’t have any bullets to shoot. Give a few people a trade in allowance on a Cayenne. Quietly redesign the problem. Who cares if Joe Six Pack ends up with a beautiful, but dead, car in his garage with an oil stain under the rear for years.
    Welcome to the new world run by large corporations.

  • avatar
    Darkhorse

    The IMS/RMS problem has been well known among the Porsche community for several years.  I bought a 1998 Boxster in 2003 and immediately started hearing about this problem.  It got me so concerned I sold the car after two years of ownership. 

    This problem alone has pushed the 986/996/997 resale values down as the word spreads.  Used 996 cars are now over $10,000 cheaper than the previous generation 993.  You would think this market dynamic would have punished Porsche by causing new Boxster/911 buyers to stay away, but that’s not the case.  Maybe new Porsche buyers dump them when the warranty expires?

    • 0 avatar
      chuckR

      993s are the last of the air cooled 911s with the older split case engine. Only the Turbo, GT2, GT3 today have the same basic engine. Also, 996s are generally regarded as not as well put together; it is not just the engine issue. No question the air cooled engines sound better, too.
      Porsche’s fix is to use a higher capacity IMS bearing – 3/4s more capacity, IIRC. How that fixes loss of bearing grease, I don’t know. Maybe the upgraded bearing has better seals too. On the Cayman forum I follow, when someone blows up, it is usually oil starvation during a track day. Put R tires on a Boxster/Cayman, modify with GT3 suspension parts and the engine can’t handle what the rest of the car can dish out. Accusump, TTP Oilsafe extra oil pump, deep sumps/pickups, improved oil/vapor separators are all po$$ible fixe$.  OTOH, there are at least one guy who comments there who is at 100K miles, plus one who uses a TPC Cayman turbo as a daily driver.
      It doesn’t take many stories like Robert’s to sour the experience. Porsche did an engine out gasket upgrade on my 964 out of warranty. Unless the ECU recorded serious Level 4 (?) overrevs or something they should make it right here too. This isn’t like running a rubber belt in an interference engine for too long; the IMS isn’t a service/maintenance item. Well, by design it isn’t.

  • avatar
    criminalenterprise

    My understanding is that the problem was addressed between the 2005-2006 models, so you’re safe buying anything from MY2007 and newer.  Porsche has without a doubt seen the problem at higher levels of management and deemed the cost of shipping crate motors to fix IMS-blown engines too dear.
    Like so many businesses, they deem it cheaper to lure new, fresh customers than to satisfy old, soured ones.
    FWIW, both of my Volkswagens are or were covered under specific warranties that have been extended well past the originals due to class action settlements or preemptive satisfaction campaigns, including covering the expensive DSG transmission.  I am glad someone sued or threatened to sue them in the past, and it seems as though they are learning the lesson and making things right before they get to the lawyers.

  • avatar
    MarcKyle64

    You know, if I want the Porche experience, I could do a lot worse than finding a Karmann Ghia and putting in a high performance 1776 or larger motor like those in VW Trends, a freeway geared transmission, twin Webers and pretending it’s a 356.  I went to a rural high school and drove my father’s Karmann Ghia occasionally, every once in a while someone would ask me if I had a Porche.
    But…that an automaker blames the customer for it’s poor design boggles my mind, one hint of that attitude towards me at the service counter would guarantee I’d never buy another.

    • 0 avatar
      johnny ro

      Funny you should mention that. I am lusting for 356, he prices are beyond my happy zone, and I am thinking clean used Karmann Ghia. Will get the VW Trends, haven’t read it in 10 years.
      I never drove a car that felt better than my first car, a 64 beetle in perfect shape. Well, under 40 mph anyway.

    • 0 avatar
      MarcKyle64

      I see ads in VW trends for various sizes from 1600 all the way through 2300. Some say their engines can generate over 100 hp once the necessary parts are added to the engine bay (exhaust headers, electronic ignition, hi-po camshaft, etc.).  A properly sorted 2.3 liter in a Ghia might give a 1.7 914 a hard time!

    • 0 avatar
      joeaverage

      MarcKyle64- I’ve been into aircooled VWs for 20 years. I’ve built several engines and hot-rodded a few along the way. My goal has always been affordable power that lasts like the factory engines.
      Beware of some of the shiny performance parts that the VW mags advertise. Some are cheap and some of the engines won’t last 25,000 miles. I purchased my 1965 Beetle with a recently new catalog engine covered in chrome tin. I got it cheap b/c the engine was already a mess with a rod knocking (journal was worn down), and a nasty habit of overheating in all weather. The engine had not been rode hard, was adult female driven. I replaced it with a stock Type IV engine. More details below:
      After hunting high and low for what it took to make a Type I engine (Beetle, Ghia, early bus) make big power and last I found my way to Gene Berg’s info and parts. I still think today that he mostly knew what he was talking about and you can still purchase his tech notes and parts from his sons. Some of the tech has been updated by other sources I suspect so don’t take his words as the final words. They offer a five speed transmission conversion for Beetle transmissions.
      Soon after that I decided to go with a more robust engine design – the Type IV engine (late bus, Porsche 914, 411/412 VWs). Stronger engine case, stronger crankshaft, strong rods. The Porsche 901 five speed transmission bolts to it.
      The Type IV still bolts to a VW Beetle/Ghia gearbox but you have to get an adapter flywheel from Kennedy Performance. Allows you to run Beetle/Ghia clutches. I run a 3.88 R&P gearbox from a late Super Beetle, same as the Ghia gearbox.
      The conversion cooling tin can be fabbed easily DIY by reading Joe Cali’s conversion manual. You take four pieces of factory Type IV cylinder tin and a stock Beetle/Ghia fan housing and misc Beetle/Ghia cooling parts and end up with something that cools correctly, fits correctly, has factory quality tin (not thin, not brittle, not quick to rust) and lasts. This is what I’ve got in my Beetle but merged with a 911 fan and shroud.
      The stock 914 2.0L makes about 96HP as I recall – stock. This is pretty easy to do with a VW Type IV with decent parts, a mild cam, higher CR, electronic ignition, mild port and polish, and fuel injection (Megasquirt) or dual webers or Dells properly tuned. 914 heads still win over stock VW heads but I used the 1.8L VW bus heads which came with the largest stock valves VW ever used. I haven’t dyno’d my engine and my car is apart for restoration. ShopTalkForums is the place to talk to folks who have built some good Type IV engines.
      I run 36mm Dellortos on BAS Ahendorp shorty intake manifolds and their linkage in my Beetle. It all fits under the engine lid making my Beetle a sleeper i.e. no big engine parts hanging out or the engine lid propped open b/c the carbs hang out or the engine runs hot.
      Also look up Jake Raby (massive Type IV) for more reading. He’s an expert on the Type IV engine.
      Take a look at http://www.specialtyauto.com/ for some very well done replica Porsches. I’ve seen those in person. Excellent details.
      In case you’re rich: http://www.intermeccanica.com/
      I like wrenching on my VWs but I don’t want them constantly breaking down or being so unreliable that I can’t drive them hundreds of miles over a weekend trip confidently so I’ve concentrated on quality parts and good design. The aircooled VW hobby in the USA often seems to have been focused on the idea that the aircooled VW was a poor man’s toy or the toy of the 18-24 year old demographic so cheap was a high priority for some parts sources. Beware cheap in this context.

  • avatar
    saponetta

    Well Bertel is the only one giving sound advice here. The gentleman asking the question is going aobut this the wrong way. I sold and later did finance for porsche from 2003 to 2008. I have seen them replace many engines and other major repairs out of warranty. In the worst cases they still participated significantly in the repair costs. I would contact Porsche Cars North America and let them know of the situation. They will refer you to the service rep in your area. I’m curious if this was a 3.6 or 3.8 car because I have an 06 S. BTW i’ve seen some 996 failures first hand, but the only engine failure I’ve seen on a 997 was a Targa 4S launch car. It actually was th eintermediate shaft that failed. This was obviously no hassle because the car had under 1000 miles at the time of failure. Porsche bought the car back form the guy and Porshce replaced the motor, wrote it down for us like 18 Grand! and we sold it as a used car.

  • avatar
    Uncle Mellow

    Since I’ve never worked on a Porsche engine , I don’t understand what the “Intermediate Shaft” does. How come a flat 6 needs such a shaft while other engines do not need one ? And why isn’t it lubricated by the oil mist in the engine ?

    • 0 avatar
      Scoutdude

      I’ve never worked on them either but I’d bet the intermediate shaft is part of the valve timing system. Why the hell it is a sealed bearing w/o at least splash lubrication if not proper pressure lubrication make absolutely no sense other than they don’t want to build a well engineered long lasting product but rather a cheap short lived one.

    • 0 avatar
      Blue-S

      The Porsche M96 engine IMS is part of what could be called a 2-stage cam chain drive.  Picture a short chain from the crankshaft to the intermediate shaft, which is situated just below the crankshaft.  Then picture one chain from each end of the intermediate shaft, driving the intake cam of a bank of three cylinders.  So, you have one chain at the “front” (crank pulley end of the engine) of the IMS driving the cams on one bank, and one chain at the “rear” (flywheel end of the engine) driving the cams on the other bank.  On the 1997-2002 engines, there was also a short chain from the intake cam to the exhaust cam on each bank, and the tensioner for this chain could be electrically actuated to alter the exhaust cam timing.  The 2003 and newer engines used a single chain per bank to drive both cams, with a vane-style device in each exhaust cam sprocket to vary timing.  While it is true that the IMS drives the main oil pump, IMS bearing failure can destroy the engine because it causes the valve timing to be catastrophically incorrect.  Why Porsche decided to use a sealed, greased bearing inside the engine is beyond me, given that you will always have some amount of water and fuel in the engine oil.

      It’s worth noting that the updated, direct-injected versions of the flat six do not use an intermediate shaft at all. 

  • avatar
    HoldenSSVSE

    But, but, but, Consumer Reports says Porsche is the most reliable car on the planet!  These engine issues are just lies from haters.  Haters!  It can’t be true, Consumer Reports says so.  ;-)

  • avatar
    saponetta

    Uncle mellow,

    Its not a flat six thing its an engine thing. Intermediate shaft drive the oil pump. I guess Some engines don’t have this, they are chain driven. Porsche engines have several oil pumps, the intermediate shaft powers a main pressure pump so its causes pretty serious and quick engine failure. I

    • 0 avatar
      Bimmer

      It’s not only on Porsches that part driving oil pump fails. On IV generation Ford Taurus there’s a part called Camshaft Synchronizer (in place were distributor used to be on older cars). It has a gear that drives oil pump. With time gear can fail, leading to oil pump failure and cause oil starvation to the engine. It usually fails between 80,000 to 100,000 miles, but in some cases cars run up to 200,000 miles on original part. However replacement is only around $100 and 1-2 hrs labor.

    • 0 avatar
      Scoutdude

      Yes many older engines had shafts that drove oil pumps but the usual arrangement had the shaft supported by the dist, or cam pos sensor, and the oil pump. In others the oil pump was driven directly off of the bottom of the dist.
      However many non “German engineered” engines have used oil pumps concentric with the crank shaft for years. The lowly Toyota R series used one, even though it was mounted in the timing cover which isn’t the best idea, and even the last few generations of SBC have them. Pretty much most engines designed since the dist went out of style used crank driven oil pumps. So yeah it’s pretty much a flat six from a certain mfg kind of thing.
       
       

  • avatar
    Austin Greene

    A few years ago I was interested in a Boxster.  Highly customizable at the factory and a rag top to boot.  But then I heard of the IMS problem here on TTAC and I decided to shop elsewhere.
     
    In the end I ordered a more reliable Northstar powered Cadillac.  Funny how life works out.

    • 0 avatar
      John Horner

      Northstar engines have a lot of their own special problems as well.

    • 0 avatar

      I thought all XLR production was after the “bad” years of the Northstar.  Then again, I’ve heard that newer ones (like the Lucerne) still leak from every gasket. (shrug)

    • 0 avatar
      TheRealQuaid

      Do N* still leak? Yup. Half case, valve covers and the coolant crossover. I have a 2006 FWD variety and its been good but the valve cover leaks again and I’ve already had it fixed once.
       
      RWD variants of the N* are closed deck so head gaskets should not be an issue. As far as head gaskets on the FWD versions word on forums is that poor casting of the aluminum block maybe the issue with the head bolts letting go.
       
      All I know is no matter what all cars are built by human hands and will have faults. My former Town Car leaked oil like a sieve and burned it just as much and all the while wasn’t as fast nor fun to drive like my DTS.
       
      What are you gonna do….

  • avatar
    Jimal

    Would this be something that would qualify for a recall of some sort? There seems to be enough evidence of a design flaw. Or is this more a matter of something wearing out prematurely instead of a design flaw?

  • avatar
    Educator(of teachers)Dan

    After all the stuff I’ve read on the web about Porsche I think I’ll just buy a replica. 

  • avatar
    Nick

    Do you have a small claims court where you are?  The limit for the scc around these parts is $10k, which is decent enough.  The beauty of small claims court is that you can tackle them yourself, if you do your research anyway.  They will hire some high priced lawyer who makes them pay through the nose.   When they’ve paid a lawyer $300/hr for 4 hours just to review the heap of documents you sent and write a response (then there’s letters back and forth, the actual trial in front of a judge, etc.) giving you some help might just appeal to them.  Even if they have no integrity.

    • 0 avatar
      Adub

      As a former corporate attorney, I second this. The consumer has an excellent chance of “small-towning” big corporations, even in large towns like Chicago. Keep it under 10k, and the judge will often rule in your favor.
      In fact, if, like in Illinois, the courts encourage mediation before letting you go to trial, their refusal to settle will annoy the judge enough that they will rule in your favor even if case law and precedent is on the side of the Big Evil Corporation.

  • avatar
    longislander1

    Sajeev and Robert, thank you for exposing this mechanical defect for potential Porsche buyers to see.   If I had known about the IMS problem and Porsche’s tepid response to it, I would never have bought a car from that company.   A lawsuit is a waste of time and money, IMHO.  Victims and others with cars containing the affected M96 engines need to reach out as a group to major news media — 60 Minutes, NBC Dateline, Wall Street Journal, etc.  There is power in numbers.  National publicity brought Toyota to the table to fix its problems and, as you can see, Toyota is so sensitive to the issues that it is now doing voluntary recalls.  It may also be useful for victims to get together and report the matter to the National Highway Transportation Safety Adminstration.  Any engine that fails on a major superhighway at high speeds certainly constitutes a safety issue.  Only with this kind of bad publicity can you get Porsche to act and not sweep this problem under the rug.  Victims need to be properly compensated and the rest of us with M96 engines need substantial extensions to our warranties.  Keep up the fight!

  • avatar
    longislander1

    A couple additional points:
    1.  Porsche, according to reports, did not address the problem in ’05, even though incidents were becoming widespread and you think they would have taken steps to remove these engines from production.  There is supposed to be a partial fix for ’06, but the consensus among many is to stay away from any car built before ’09.  In fact, I just read a report of an ’06 Cayman failing at 30K miles.  My question is:  given Porsche’s response to this problem and its disinterest in compensating post-warranty victims, why would anyone think the situation is different with post-’09 cars?  Why should we trust them now?
    2. There’s a Facebook group, “Porsche Boxster IMS Failures,” and I would suggest that victims pile on there and then approach the national news media.


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