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Porsche // 964 (911) (1989-1994) // 964 (911) C2 1989-93
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Rear main oil seal fitting tool for Porsche Boxster and 911 M96/M97 - 0PB105249
0PB105249/2
Vehicle Group
- Porsche Boxster 986 2.5L 1997-99
- Porsche Boxster 986 2.7L 1999-02
- Porsche Boxster S 986 3.2L 1999-02
- Porsche Boxster 986 2.7L 2003-04
- Porsche Boxster S 986 3.2L 2003-04
- Porsche Boxster 987 2.7L 2005-08/08
- Porsche Boxster 987 S 3.2/3.4L 2005-08/08
- Porsche 996 C2 3.4L 1997-08/01
- Porsche 996 C4 3.4L 1997-08/01
- Porsche 996 C2 3.6L 09/01-2005
- Porsche 996 C4 3.6L 09/01-2005
- Porsche 996 C4S 3.6L 09/01-2005
- Porsche 997 MK1 Carrera 2 3.6L 2005-08
- Porsche 997 MK1 Carrera 2S 3.8L 2005-08
- Porsche 997 MK1 Carrera 4 3.6L 2005-08
- Porsche 997 MK1 Carrera 4S 3.8L 2005-08
- Porsche Cayman 2.7L 987C 2006-08
- Porsche Cayman S 3.4L 987C 2005-08
Information
Rear main oil seal fitting tool Porsche Boxster and 911 M96/M97
Fits
Boxster/Cayman 1997-2008
Porsche 911 Carrera 1999-2008 (Excludes Turbo, GT3 and GT2 models)
Description of Tool
This is a 3D Printed tool for installing the Rear Main Seal on Porsche M96/M97 engines to the correct depth without damage to the seal. The tool is 3D printed from hard, black plastic and is very solid and durable. It is aimed at DIYers and hobbyists due to its low cost in comparison to the official Porsche tool, but would be well suited to small independent garages as the tool can be reused many times without damage.
How to use
Care must be taken when using this tool as although it is designed to make the installation of the seal as easy as possible, it is still possible to damage or incorrectly install the seal if care is not taken to install the seal properly. We accept no responsibility for incorrect usage of the tool and possible damage to the seal or engine of the vehicle. We advise you to always confirm with a digital calipers or other measuring device to make sure the seal is installed at the correct depth.
To use this tool you will also need 4 M10 X 75mm bolts and 4 washers. This is to allow for the extra thickness of the tool, and to spread the force from the bolts across the surface of the tool.
The seal must first be correctly orientated and then gently located into the opening around the crankshaft. To do this, leave the blue plastic ring in place and place the seal over the end of the crankshaft. Then push the seal on gently so that the end of the crankshaft pushes the blue ring out of the seal and the seal gets pushed onto the outside of the crankshaft.
Next place the RMS fitting tool over the seal and thread each of the 4 bolts into the crankshaft, through the holes in the tool. Make sure to orientate the tool so that the cut-out for the flywheel guide pin in the crankshaft lines up with the pin. Screw each bolt in slowly until they just about make contact with the face of the tool. From this point on the seal will start to be inserted into the engine.
Turn each bolt a quarter turn at a time, turning all 4 a quarter turn before tightening the first one again, and continuing the cycle. It is very important that the bolts are tightened small amounts, one at a time to make sure that the seal is inserted straight and not at an angle which will damage the seal.
Repeat this until the face of the crankshaft comes into contact with the inner face of the tool and it will not push the seal in any further. Remember that the tool is plastic so excessive force at the point will possibly damage the tool and push the seal in too far.
The 4 bolts can now be unscrewed and fully removed from the crankshaft. The tool can then be removed. It may be a slightly tight fit, and if it is difficult to remove by hand then there are slots in the sides of the tool to allow a screwdriver or prying tool to grip the tool and remove it. If using the slots, be careful to apply even force to both sides to ensure that the tool does not come out at an angle and get stuck or potentially move the seal.
Once the tool and bolts are removed, visually inspect the seal to make sure there is no damage. Then, use a ruler, digital callipers or depth gauge, check the depth of the seal. It should measure 13mm, from the face of the crankshaft to the face of the seal. As long as the tool was used correctly and is suitable for your engine, the seal will be installed at the right depth.
These instructions are only intended as a rough guide, you should always check a workshop manual or research online to ensure the part is being installed correctly. Using this tool requires some practical knowledge so if you are not confident in your abilities please do not attempt to install the seal yourself.
Related reference numbers
Related, superseded, cross reference or alternative numbers for comparison.
0PB105249
The product you are viewing cross references to these numbers
Fits
Boxster/Cayman 1997-2008
Porsche 911 Carrera 1999-2008 (Excludes Turbo, GT3 and GT2 models)
Description of Tool
This is a 3D Printed tool for installing the Rear Main Seal on Porsche M96/M97 engines to the correct depth without damage to the seal. The tool is 3D printed from hard, black plastic and is very solid and durable. It is aimed at DIYers and hobbyists due to its low cost in comparison to the official Porsche tool, but would be well suited to small independent garages as the tool can be reused many times without damage.
How to use
Care must be taken when using this tool as although it is designed to make the installation of the seal as easy as possible, it is still possible to damage or incorrectly install the seal if care is not taken to install the seal properly. We accept no responsibility for incorrect usage of the tool and possible damage to the seal or engine of the vehicle. We advise you to always confirm with a digital calipers or other measuring device to make sure the seal is installed at the correct depth.
To use this tool you will also need 4 M10 X 75mm bolts and 4 washers. This is to allow for the extra thickness of the tool, and to spread the force from the bolts across the surface of the tool.
The seal must first be correctly orientated and then gently located into the opening around the crankshaft. To do this, leave the blue plastic ring in place and place the seal over the end of the crankshaft. Then push the seal on gently so that the end of the crankshaft pushes the blue ring out of the seal and the seal gets pushed onto the outside of the crankshaft.
Next place the RMS fitting tool over the seal and thread each of the 4 bolts into the crankshaft, through the holes in the tool. Make sure to orientate the tool so that the cut-out for the flywheel guide pin in the crankshaft lines up with the pin. Screw each bolt in slowly until they just about make contact with the face of the tool. From this point on the seal will start to be inserted into the engine.
Turn each bolt a quarter turn at a time, turning all 4 a quarter turn before tightening the first one again, and continuing the cycle. It is very important that the bolts are tightened small amounts, one at a time to make sure that the seal is inserted straight and not at an angle which will damage the seal.
Repeat this until the face of the crankshaft comes into contact with the inner face of the tool and it will not push the seal in any further. Remember that the tool is plastic so excessive force at the point will possibly damage the tool and push the seal in too far.
The 4 bolts can now be unscrewed and fully removed from the crankshaft. The tool can then be removed. It may be a slightly tight fit, and if it is difficult to remove by hand then there are slots in the sides of the tool to allow a screwdriver or prying tool to grip the tool and remove it. If using the slots, be careful to apply even force to both sides to ensure that the tool does not come out at an angle and get stuck or potentially move the seal.
Once the tool and bolts are removed, visually inspect the seal to make sure there is no damage. Then, use a ruler, digital callipers or depth gauge, check the depth of the seal. It should measure 13mm, from the face of the crankshaft to the face of the seal. As long as the tool was used correctly and is suitable for your engine, the seal will be installed at the right depth.
These instructions are only intended as a rough guide, you should always check a workshop manual or research online to ensure the part is being installed correctly. Using this tool requires some practical knowledge so if you are not confident in your abilities please do not attempt to install the seal yourself.
Related reference numbers
Related, superseded, cross reference or alternative numbers for comparison.
0PB105249
0PB105249
99911349040
99710121201
0PB105249
0PB105249
The product you are viewing cross references to these numbers
Price: £95.00
In stock
Related products
Vehicle Group
- Porsche Boxster 986 2.5L 1997-99
- Porsche Boxster 986 2.7L 1999-02
- Porsche Boxster S 986 3.2L 1999-02
- Porsche Boxster 986 2.7L 2003-04
- Porsche Boxster S 986 3.2L 2003-04
- Porsche Boxster 987 2.7L 2005-08/08
- Porsche Boxster 987 S 3.2/3.4L 2005-08/08
- Porsche Boxster 987 MKII 2.9L 2009-12
- Porsche Boxster S 987 MKII 3.4L 2009-12
- Porsche 964 (911) C2 1989-93
- Porsche 964 (911) C4 1989-93
- Porsche 964 (911) RS 3.6L 1991-93
- Porsche 964 (911) RS 3.8L 1991-93
- Porsche 964 (911) TURBO 3.3L 1991-93
- Porsche 964 (911) TURBO 3.6L 1991-93
- Porsche 993 (911) C2 1994-97
- Porsche 993 (911) C4 1994-97
- Porsche 993 (911) RS 1994-97
- Porsche 993 (911) C2S 1994-97
- Porsche 993 (911) C4S 1994-97
- Porsche 993 (911) TURBO 1994-96
- Porsche 993 (911) GT2 1994-97
- Porsche 993 (911) TURBO S 1994-97
- Porsche 996 C2 3.4L 1997-08/01
- Porsche 996 C4 3.4L 1997-08/01
- Porsche 996 C2 3.6L 09/01-2005
- Porsche 996 C4 3.6L 09/01-2005
- Porsche 996 C4S 3.6L 09/01-2005
- Porsche 996 TURBO 2000-05
- Porsche 997 MK1 Carrera 2 3.6L 2005-08
- Porsche 997 MK1 Carrera 2S 3.8L 2005-08
- Porsche 997 MK1 Carrera 4 3.6L 2005-08
- Porsche 997 MK1 Carrera 4S 3.8L 2005-08
- Porsche 997 MK1 TURBO 2007-09
- Porsche 997 MKII Carrera C2 3.6L 2009-12
- Porsche 997 MKII Carrera C4 3.6L 2009-12
- Porsche 997 MKII Carrera C2S 3.8L 2009-12
- Porsche 997 MKII Carrera C4S 3.8L 2009-12
- Porsche 997 MKII Turbo 2010-13
- Porsche Cayman 2.7L 987C 2006-08
- Porsche Cayman S 3.4L 987C 2005-08
- Porsche Cayman 2.9L 987C MKII 2009-12
- Porsche Cayman S / R 3.4L 987C MKII 2009-12
- Porsche 944 2.5L 8V 1982-87
- Porsche 944 2.7L 8V 1988-89
- Porsche 944S 2.5L 16V 1987-88
- Porsche 944S2 3.0L 16V 1989-91
- Porsche 944 Turbo 2.5L 8V 1985-88
- Porsche 944 Turbo 2.5L 8V 1989-91
- Porsche 944 Turbo S 2.5L 8V 1988
- Porsche 968 3.0L 1992-94
- Porsche 968 Sport 3.0L 1994-95
- Porsche 968 CS 3.0L 1993-95
- Porsche 968 Turbo S 3.0L 1993-94
Information
Jack receptacle
Fits:
Porsche 944 from 08/1985
Porsche 964
Porsche 968
Porsche 993
Porsche 996 Carrera 2/4 / 996 Turbo
Porsche 997 Carrera 2/4 / 997 Turbo
Porsche 986 Boxster
Porsche 987 Boxster
Porsche 987C Cayman
If you want to lift your vehicle at the usual jack points, you will not get around an adapter. Only then can the vehicle safely and stably raised without risk of slipping and the underbody protection / paint are protected. This adapter can be rotated thanks to the pin geometry in the original carriage holder and sits so firmly on the vehicle.
Advantages:
• High strength thanks to 7000 aluminum alloy
• prevents scratching of the underbody protection / paint
• enables safe jacking with universal jacks
• Locking function thanks to conical journal base
• geometry adapted to the Porsche models mentioned.
Related reference numbers
Related, superseded, cross reference or alternative numbers for comparison.
1154
The product you are viewing cross references to these numbers
Fits:
Porsche 944 from 08/1985
Porsche 964
Porsche 968
Porsche 993
Porsche 996 Carrera 2/4 / 996 Turbo
Porsche 997 Carrera 2/4 / 997 Turbo
Porsche 986 Boxster
Porsche 987 Boxster
Porsche 987C Cayman
If you want to lift your vehicle at the usual jack points, you will not get around an adapter. Only then can the vehicle safely and stably raised without risk of slipping and the underbody protection / paint are protected. This adapter can be rotated thanks to the pin geometry in the original carriage holder and sits so firmly on the vehicle.
Advantages:
• High strength thanks to 7000 aluminum alloy
• prevents scratching of the underbody protection / paint
• enables safe jacking with universal jacks
• Locking function thanks to conical journal base
• geometry adapted to the Porsche models mentioned.
Related reference numbers
Related, superseded, cross reference or alternative numbers for comparison.
1154
1154
91172101202
The product you are viewing cross references to these numbers
Price: £23.27
In stock
Vehicle Group
- Porsche 911 1984-1986 3.2L
- Porsche 911 1987-1989 3.2L G50
- Porsche 964 (911) C2 1989-93
- Porsche 964 (911) C4 1989-93
- Porsche 964 (911) RS 3.6L 1991-93
- Porsche 964 (911) RS 3.8L 1991-93
- Porsche 964 (911) TURBO 3.3L 1991-93
- Porsche 964 (911) TURBO 3.6L 1991-93
Information
CAM BOLT TOOL for 911 3.2 CARRERA / 964
STOMSKI RACING's version of the P9191 tool combines the basics of the factory tool and improves on it by adding an integral 19mm bushed socket that prevents slippage and rounding off of the cam bolt on the end of the 3.2 cam shafts.
The cam bolt on the 3.2 Carrera requires a torque of 88 foot pounds. Tightening the bolt to this spec, or loosening it using a breaker bar and the factory long-armed cam tool, requires dexterity, leverage, and serious luck that the deep socket does not slip off the head of the bolt, rounding it over, or busting knuckles in the process.
STOMSKI RACING's SR9191 securely holds an impact-quality socket in the center of a precision machined hardened steel socket, ensuring ease and accuracy in loosening the bolt, or setting the required torque. The bushing prevents the socket from being leveraged off the bolt head, keeping it squarely in place for the most accurate torque and security during installation and removal.
The SR9191 replaces both the factory P9191 tool and our SR078.
Related reference numbers
Related, superseded, cross reference or alternative numbers for comparison.
SR9191
The product you are viewing cross references to these numbers
STOMSKI RACING's version of the P9191 tool combines the basics of the factory tool and improves on it by adding an integral 19mm bushed socket that prevents slippage and rounding off of the cam bolt on the end of the 3.2 cam shafts.
The cam bolt on the 3.2 Carrera requires a torque of 88 foot pounds. Tightening the bolt to this spec, or loosening it using a breaker bar and the factory long-armed cam tool, requires dexterity, leverage, and serious luck that the deep socket does not slip off the head of the bolt, rounding it over, or busting knuckles in the process.
STOMSKI RACING's SR9191 securely holds an impact-quality socket in the center of a precision machined hardened steel socket, ensuring ease and accuracy in loosening the bolt, or setting the required torque. The bushing prevents the socket from being leveraged off the bolt head, keeping it squarely in place for the most accurate torque and security during installation and removal.
The SR9191 replaces both the factory P9191 tool and our SR078.
Related reference numbers
Related, superseded, cross reference or alternative numbers for comparison.
SR9191
90110554604
90110505500
The product you are viewing cross references to these numbers
Price: £190.00
In stock
Vehicle Group
- Porsche 911 1965-1968 2.0L / 912 SWB (F)
- Porsche 911 1968-1973 2.2L / 2.4L / 2.7L RS LWB (F)
- Porsche 911 1974-1977 2.7L / 1976-77 3.0 Carrera
- Porsche 911 1978-1983 3.0L / SC
- Porsche 911 1984-1986 3.2L
- Porsche 911 1987-1989 3.2L G50
- Porsche 911 1975-1977 3.0L Turbo (930)
- Porsche 911 1978-1989 3.3L Turbo (930)
- Porsche 964 (911) C2 1989-93
- Porsche 964 (911) C4 1989-93
- Porsche 964 (911) RS 3.6L 1991-93
- Porsche 964 (911) RS 3.8L 1991-93
- Porsche 964 (911) TURBO 3.3L 1991-93
- Porsche 964 (911) TURBO 3.6L 1991-93
- Porsche 993 (911) C2 1994-97
- Porsche 993 (911) C4 1994-97
- Porsche 993 (911) RS 1994-97
- Porsche 993 (911) C2S 1994-97
- Porsche 993 (911) C4S 1994-97
- Porsche 993 (911) TURBO 1994-96
- Porsche 993 (911) GT2 1994-97
- Porsche 993 (911) TURBO S 1994-97
Information
Cam timing indicator fixture (dual) for Porsche 911 / 964 / 993
STOMSKI RACING finally takes the guess work out of timing the 911 engines. No longer do you need to hassle with convoluted setups, indicator contacts slipping off of the valve retainer, or measurements that will not repeat. This fixture indexes off of two cam carrier studs and literally takes only 10 seconds to setup. Once in place, the SR098 consistently and repeatedly holds the dial indicator contact in the same place on the valve retainer- EVERY time.
Includes adapters and extensions for both metric and AGD (inch) indicators.
Anodized aluminum for years of service.
For all 911s including the 993.
Please note: Gauges sold separately.
STOMSKI RACING finally takes the guess work out of timing the 911 engines. No longer do you need to hassle with convoluted setups, indicator contacts slipping off of the valve retainer, or measurements that will not repeat. This fixture indexes off of two cam carrier studs and literally takes only 10 seconds to setup. Once in place, the SR098 consistently and repeatedly holds the dial indicator contact in the same place on the valve retainer- EVERY time.
Includes adapters and extensions for both metric and AGD (inch) indicators.
Anodized aluminum for years of service.
For all 911s including the 993.
Please note: Gauges sold separately.
Price: £183.92
In stock
Vehicle Group
- Porsche 911 1965-1968 2.0L / 912 SWB (F)
- Porsche 911 1968-1973 2.2L / 2.4L / 2.7L RS LWB (F)
- Porsche 911 1974-1977 2.7L / 1976-77 3.0 Carrera
- Porsche 911 1978-1983 3.0L / SC
- Porsche 911 1984-1986 3.2L
- Porsche 911 1987-1989 3.2L G50
- Porsche 911 1975-1977 3.0L Turbo (930)
- Porsche 911 1978-1989 3.3L Turbo (930)
- Porsche 964 (911) C2 1989-93
- Porsche 964 (911) C4 1989-93
- Porsche 964 (911) RS 3.6L 1991-93
- Porsche 964 (911) RS 3.8L 1991-93
- Porsche 964 (911) TURBO 3.3L 1991-93
- Porsche 964 (911) TURBO 3.6L 1991-93
- Porsche 993 (911) C2 1994-97
- Porsche 993 (911) C4 1994-97
- Porsche 993 (911) RS 1994-97
- Porsche 993 (911) C2S 1994-97
- Porsche 993 (911) C4S 1994-97
- Porsche 993 (911) TURBO 1994-96
- Porsche 993 (911) GT2 1994-97
- Porsche 993 (911) TURBO S 1994-97
- Porsche 996 C2 3.4L 1997-08/01
- Porsche 996 C4 3.4L 1997-08/01
- Porsche 996 C2 3.6L 09/01-2005
- Porsche 996 C4 3.6L 09/01-2005
- Porsche 996 C4S 3.6L 09/01-2005
- Porsche 996 TURBO 2000-05
- Porsche 996 GT2 2001-05
- Porsche 996 GT3 MKI 1999-02
- Porsche 996 GT3 MKII 2003>>
- Porsche 996 GT3 RS 2003-04
- Porsche 997 MK1 Carrera 2 3.6L 2005-08
- Porsche 997 MK1 Carrera 2S 3.8L 2005-08
- Porsche 997 MK1 Carrera 4 3.6L 2005-08
- Porsche 997 MK1 Carrera 4S 3.8L 2005-08
- Porsche 997 MK1 TURBO 2007-09
- Porsche 997 MK1 GT3 / GT3 RS 2007-09
- Porsche 997 MK1 GT2 2007-09
Information
Stomski Racing SR124 Engine case splitter for Porsche 911
No more hammering, chiseling, swearing, heating, prying or praying to get an 911 engine case apart. STOMSKI RACING'S SR124 ELEGANTLY and GENTLY separates the engine case halves and not only shortens the process of engine tear-down, but it also protects what doubtlessly is an expensive asset- the engine case itself. The rare #s matching early 911S sand-cast aluminum case, or the impossible to find 911 GT3 RSR case, or the early magnesium case that seems so fragile, all can NOW be protected from the threat of the block of wood and lead hammer, or the torch, or the pry-bar and chisel.
SR124 includes a CNC precision machined aluminum platform that you bolt to four head studs (ideally over #2 or #5) using the included thumbscrews. An over-sized drive-screw (stainless steel) is then threaded through the platform to mate with a high-load bearing in our specially designed rod cap that presses against the wrist pin of #2 or #5 connecting rod that is at bottom-dead-center. As you slowly use a wrench or ratchet to tighten the drive-screw, the torque of the SR124 splitter is evenly distributed through the entire crankshaft, pressing against ALL 8 main bearings. Once the slack is taken up, only GENTLE effort on the drive screw is required to split even the most belligerent of cases.
The SR124 platform is designed to work on all Mezger 911s (2.0 through 997) and includes Delrin inserts/sleeves that protect the head studs from scratches or dings.
No more hammering, chiseling, swearing, heating, prying or praying to get an 911 engine case apart. STOMSKI RACING'S SR124 ELEGANTLY and GENTLY separates the engine case halves and not only shortens the process of engine tear-down, but it also protects what doubtlessly is an expensive asset- the engine case itself. The rare #s matching early 911S sand-cast aluminum case, or the impossible to find 911 GT3 RSR case, or the early magnesium case that seems so fragile, all can NOW be protected from the threat of the block of wood and lead hammer, or the torch, or the pry-bar and chisel.
SR124 includes a CNC precision machined aluminum platform that you bolt to four head studs (ideally over #2 or #5) using the included thumbscrews. An over-sized drive-screw (stainless steel) is then threaded through the platform to mate with a high-load bearing in our specially designed rod cap that presses against the wrist pin of #2 or #5 connecting rod that is at bottom-dead-center. As you slowly use a wrench or ratchet to tighten the drive-screw, the torque of the SR124 splitter is evenly distributed through the entire crankshaft, pressing against ALL 8 main bearings. Once the slack is taken up, only GENTLE effort on the drive screw is required to split even the most belligerent of cases.
The SR124 platform is designed to work on all Mezger 911s (2.0 through 997) and includes Delrin inserts/sleeves that protect the head studs from scratches or dings.
Price: £349.60
Orderable