Description

Why Installing a Porsche MA1 Rear Main Seal Without This Tool Fails

The Porsche MA1 rear main seal is not designed for flush installation like conventional seals. It uses a Teflon-type lip seal that requires precise factory depth. Even minor installation errors can lead to oil leaks, crankshaft sealing issues, or premature seal failure.

When the rear main seal is installed incorrectly on a Porsche MA1 engine, the only fix is to remove the transmission completely — again. At Emegatronic workshop, this costs 6–10 hours of labor at $120–$180 per hour, totaling $800 to $1,500+ before parts. A $90 installation tool eliminates this risk entirely on the first attempt.

This precision installation tool is designed for the Porsche MA1 rear main seal. It ensures the PTFE seal is set at the exact factory-specified depth with proper alignment and consistent pressure, removing guesswork and reducing the risk of leaks or repeat transmission removal.

Porsche MA1 Rear Main Seal Installation Tool — Technical Specifications (EM-RMS-9A1/MA1)

Specification	Detail
Part Number	EM-RMS-9A1/MA1
Material	6061 Billet Aluminum (Aircraft-Grade)
Seal Installation Depth	6.5mm recessed from crankshaft flange face (factory spec)
Depth Control Method	Built-in hard stop — cannot over-press or under-press
Alignment System	Self-centering pilot mounts directly onto crankshaft hub
Installation Method	Press-fit using existing M12 flywheel bolts, star pattern
Surface Finish	Machined smooth — safe for crankshaft sealing surface
OEM Tool Replicated	Porsche Factory Tool #9699/3
Seal Type	PTFE (Teflon) rear main seals — DRY installation only
Compatible Seal Brands	OEM Porsche, Elring, Victor Reinz
Lubrication Required	None — PTFE seals must be installed completely dry
Price	$90.00 USD
Availability	In Stock — Ships from USA to World Wide

What Makes This RMS Tool Different

This tool is engineered specifically for precise rear main seal installation on the Porsche MA1 engine platform, solving common depth, alignment, and sealing issues that lead to costly oil leaks and repeated transmission removal. 

Precision Depth Stop — Sets Seal to Exact 6.5mm Factory Spec

This feature ensures the PTFE rear main seal is installed at the exact 6.5mm factory depth required for the Porsche MA1 engine. It eliminates guesswork, reduces installation errors, and prevents oil leakage caused by improper seal seating depth or uneven pressing during installation.

Self-Centering Pilot — Prevents Cocking of the PTFE Lip

The self-centering pilot keeps the seal perfectly aligned with the crankshaft axis during installation. This prevents “cocking” or tilting of the crankshaft sealing lip, a common issue that leads to premature wear, crankshaft oil leakage, and repeat RMS failures in modern Porsche flat-six engines.

Engine-Safe 6061 Aluminum — No Crankshaft Surface Damage

Built from 6061 aircraft-grade aluminum, the tool ensures safe contact with engine components without scratching or damaging the crankshaft sealing surface. This material choice balances strength and softness, making it ideal for precision automotive applications where surface integrity is critical.

Uses Existing Flywheel Bolts — No Press or Special Equipment Needed

The tool mounts directly using factory flywheel bolt locations, eliminating the need for hydraulic presses or specialized workshop machinery. This makes the Porsche MA1 rear main seal installation process faster, more accessible, and consistent across both professional workshops and skilled DIY mechanics.

Works With OEM Porsche, Emegatronic, and Victor Reinz PTFE Seals

Compatible with all major rear main seal suppliers for the Porsche MA1 engine including OEM Porsche seals, Elring (the factory OEM supplier), and Victor Reinz. Emegatronic by Elio Mitri seals are also fully supported.

How Emegatronic Install the Porsche Rear Main Seal Using This Tool

See how Emegatronic installs the Porsche rear main seal with this precision tool, ensuring proper alignment, controlled depth, reduced seal damage risk, and a professional OEM-style installation process.

Remove Transmission and Flywheel

Start by removing the Porsche transmission and flywheel to access the rear main seal area. This step gives clear working space around the crankshaft flange, RMS housing, and seal bore, allowing proper inspection before installing the new crankshaft lip seal.

Clean Crankshaft Flange

Clean the crankshaft flange, seal bore, and rear main seal surface completely. This factory lip seal installs dry — no oil, grease, silicone, or lubricant of any kind. A clean dry surface is critical for proper crankshaft sealing and long-term leak prevention.

Place New RMS Seal Onto Tool

Position the new Porsche rear main seal onto the installation tool before fitting it to the engine. The tool supports the PTFE seal evenly, protects the sealing lip, and helps maintain correct alignment during installation.

Center Tool Onto Crankshaft Hub

Align the rear main seal tool directly onto the crankshaft hub. Proper centering keeps the RMS seal square with the crankshaft flange and engine case, reducing the risk of uneven seating, seal distortion, or future oil leaks.

Thread Flywheel Bolts in Star Pattern

Install the flywheel bolts through the tool and tighten them gradually in a star pattern. This balanced tightening method applies even pressure across the seal installer, helping the seal move straight into the housing without tilting.

Tighten Until Tool Bottoms Out

Continue tightening the bolts evenly until the tool reaches its hard stop. This bottoming point sets the correct rear main seal depth, ensuring the PTFE RMS is installed to the intended Porsche specification without overdriving the seal.

Verify Seal Is Seated Evenly

Inspect the installed rear main seal carefully before reassembly. The seal should sit evenly around the crankshaft flange with no gaps, folds, cocking, or damage. A correctly seated seal helps maintain proper oil control and long-term reliability.

Reassemble Flywheel and Transmission

Once the RMS seal is correctly seated, reinstall the flywheel and transmission according to Porsche service procedure. Proper reassembly, torque sequence, and clean mating surfaces help complete the repair and support leak-free engine operation.

Porsche Models Compatible With This Rear Main Seal Tool

This rear main seal tool is designed for compatible Porsche engines that use a Teflon (PTFE) rear main seal, helping install the seal squarely around the crankshaft flange. It supports accurate alignment, correct seating depth, and safer installation during engine or transmission service. 

Model	Generation	Years	Engine Code(s)
Porsche 911 Carrera	997.2	2009 – 2012	MA1.01 / MA1.02
Porsche 911 Carrera	991.1	2012 – 2016	MA1.20 / MA1.21
Porsche Boxster	987.2	2009 – 2012	MA1.22
Porsche Boxster	981	2013 – 2016	MA1.23
Porsche Cayman	987.2	2009 – 2012	MA1.22
Porsche Cayman	981	2014 – 2016	MA1.70

This Tool vs. Porsche OEM Tool 9699/3 vs. Installing By Hand

This comparison explains how this Porsche rear main seal installation tool differs from OEM Tool 9699/3 and hand installation. It highlights fitment, alignment, PTFE seal protection, correct installation depth, crankshaft flange support, and reduced risk of RMS oil leaks.

Feature	This Tool (EM-RMS-9A1)	OEM Tool #9699/3	By Hand
Cost	$90	$300–$500+	$0
Correct Depth	Yes	Yes	No
Self-Centering	Yes	Yes	No
Risk of Leak	None	None	High
Available to Public	Yes	Dealer Only	—
Uses flywheel bolts  NEW	Yes	Yes	No
Ships to public  NEW	Yes, direct	Dealer order only	—
Cost of wrong install  NEW	None	None	$800–$1,500 redo

FAQs

What goes wrong when MA1 rear main seal is installed without a depth tool?

The seal enters too shallow or at a slight angle. Both failures are invisible during assembly but cause oil leaks within the first few hundred miles. Correct depth and square alignment are only guaranteed with a dedicated installation tool.

Is the MA1 engine the same as the 9A1 — does this tool work for both?

Yes. MA1 and 9A1 are the same Porsche flat-six platform — different designations used across markets and documentation. All variants from MA1.01 through MA1.70 share the same crankshaft bore and 6.5mm seal depth. This tool covers all of them.

Can this tool be reused across multiple jobs?

Yes — built for repeated professional use. The 6061 billet aluminum construction maintains its geometry across dozens of installations. No consumable parts. Workshops recover the $90 cost on the first job and use the tool indefinitely.

Why does the MA1 engine use a Teflon seal instead of a rubber lip seal?

Teflon is self-lubricating, heat-resistant, and outlasts rubber significantly. The trade-off is precision installation — a fluoropolymer crankshaft seal cannot be repositioned once seated and requires exact depth control. Rubber seals forgive errors; this dynamic oil seal does not.

What happens if the seal is pressed too deep — past 6.5mm?

The crankshaft sealing lip contacts an unintended surface zone, causing uneven contact and oil leakage. This tool’s built-in hard stop makes over-driving physically impossible — it bottoms out at exactly 6.5mm regardless of bolt torque applied.

Does the engine need to come out, or is transmission removal enough?

Transmission removal is sufficient — the engine stays in the car. Removing the transmission and flywheel fully exposes the crankshaft flange and rear oil seal bore. This tool mounts on the flywheel bolt holes, requiring no additional engine disassembly.

How do I confirm my Porsche has the MA1 engine before ordering?

Check the engine code on the door jamb sticker or decode your VIN through a Porsche specialist. All 911 Carrera 997.2 and 991.1, Boxster 987.2 and 981, Cayman 987.2 and 981 use this flat-six rear crankshaft seal platform.