Jump to content

Recommended Posts

  • Replies 1k
  • Created
  • Last Reply

Top Posters In This Topic

Top Posters In This Topic

Posted Images

Posted

Hi boys..As Mark mentioned the oil blockage is most likely due to applying way too much of loctite 574...If it too much of it i will find its way to the oil supply pipes to the camshafts and block those little holes.Among other things like case lubrication ....I have made a little video for a guy here in France.He had the same problem after engine rebuild oil was leaking everywhere...i had no engine case so i used a paper for presentation for him....

Shirish good luck with you soon new engine it looks like it is in good hands;-)

 

Ivan

 

https://www.youtube.com/watch?v=ZoOEFOkC2aA

 

 

Posted

Thanks Ivan !

 

I think the last engine builder may have used a garden spade when applying the sealant

 

Posted

Regarding the rockers SP, there was a bad batch a few years ago and Porsche stopped selling them for about a year IIRC.

I can ask my guy as he might have a better memory than me on the finer details!

Posted
3 hours ago, SP72 said:

Neil thinks the oil starvation and rocker wear is the root cause, causing inconsistent cam timing.  Together with generally poor reassembly practice, which Neil is undoing piece by piece.  

Wondering if I can get some ITBs via crowdfunding... :)

Is it Neil's belief that the blocked cam oil spray bar is the sole cause for all the wear ?

If so this should be marked as one of the ten commandments re engines rebuilds

Posted
On 10/02/2017 at 0:03 AM, SP72 said:

R3 will add the following:

1) GT3 crank : the 2mm increase in stroke over the 3.2 crank and with the 98mm mahles, will create a 3540 cc engine

2) New custom Pauter rods

3) New GT3 oil pump 

4) New genuine rockers/shafts

5) New cams from William Knight / Rothsport - supposedly 'Singer' spec; TBC whether these stipulate ITBs or not

6) Straightcut intermediate shaft gears

7) Valve relief machined into current pistons (cams timed at 5mm overlap)

That spec, on throttle bodies and Motec will be a bit special SP.  I do think that you need to get some advice from Neil about your exhaust options because you don't want to throttle/restrict all those gasses with the wrong or too small primaries. I would have thought 1.625" i/dia is what you would be looking for.

Really hope it's 3rd time lucky mate. Can't wait to see it pan out. 

p.s. Think we've all been in the same 'can't be ar5ed with it' or 'chuck in the towel' frame of mind when it's persistent problems or bodywork/engine (or both) projects that just drag on for way too long, bleeding you dry in the process but when they're back on the road and all good then you kinda forget about the sh1t times. 

Posted
3 hours ago, ALEX P said:

That spec, on throttle bodies and Motec will be a bit special SP.  I do think that you need to get some advice from Neil about your exhaust options because you don't want to throttle/restrict all those gasses with the wrong or too small primaries. I would have thought 1.625" i/dia is what you would be looking for.

Really hope it's 3rd time lucky mate. Can't wait to see it pan out. 

p.s. Think we've all been in the same 'can't be ar5ed with it' or 'chuck in the towel' frame of mind when it's persistent problems or bodywork/engine (or both) projects that just drag on for way too long, bleeding you dry in the process but when they're back on the road and all good then you kinda forget about the sh1t times. 

I hear you Alex - have spent several hours investigating and exchanging emails with William Knight and others on options.  Until I find a proven solution with heat, I'm sticking with SSIs.

WK is adamant the 993 setup (previously my primary choice) is poor on an IB - low on torque, they work on 993 because of the cats providing the backpressure  needed.  Apparently, even low on heat output too on an IB as on the 993, they get 50% of their heat via induction from the ally heat pipe that backs up against the cat.

The Eisenmann SSI looks promising, especially in 42mm (39mm ID) - a 3.2 specific version is imminent (thick flange I believe) - http://forums.pelicanparts.com/porsche-911-technical-forum/929207-bigger-ssi-system-2.html

Turbo Thomas has created a bespoke heat exchanger, 42mm OD, 30" primaries, for a chap running a 3.4 in Canada - could also be worthy of investigation.

Neil agrees the SSIs will be too small, however can't offer an alternative suggestion.  I did speak to BTB on Neil's suggestion, however they had nothing to offer aside from a bespoke design which would be several k GBP.

Posted
9 hours ago, SP72 said:

I hear you Alex - have spent several hours investigating and exchanging emails with William Knight and others on options.  Until I find a proven solution with heat, I'm sticking with SSIs.

WK is adamant the 993 setup (previously my primary choice) is poor on an IB - low on torque, they work on 993 because of the cats providing the backpressure  needed.  Apparently, even low on heat output too on an IB as on the 993, they get 50% of their heat via induction from the ally heat pipe that backs up against the cat.

The Eisenmann SSI looks promising, especially in 42mm (39mm ID) - a 3.2 specific version is imminent (thick flange I believe) - http://forums.pelicanparts.com/porsche-911-technical-forum/929207-bigger-ssi-system-2.html

Turbo Thomas has created a bespoke heat exchanger, 42mm OD, 30" primaries, for a chap running a 3.4 in Canada - could also be worthy of investigation.

Neil agrees the SSIs will be too small, however can't offer an alternative suggestion.  I did speak to BTB on Neil's suggestion, however they had nothing to offer aside from a bespoke design which would be several k GBP.

I hear you - think you've already had the TT headers though haven't you so you are kinda going full circle albeit with heat.

993 is just an easy, almost off the shelf solution that also gives good heat. They have also been proven to give good results many times over.

Far be it for me to question WKs logic but the 993 cup cars ran them with stripped out cats so no backpressure there. I assume that the regulations prevented them from running fancy exhausts because they are not the optimum setup and I think they still have small (1.5" dia) primaries.

I wouldn't swap the SSIs for 993 h/e, maybe TT is the answer or have a look across the pond at rarlyL8 or similar. If I was doing another exhaust I would be looking at headers with a GT3 silencer and make it switchable, something a bit like this but with heat boxes added.

http://forums.pelicanparts.com/porsche-911-technical-forum/906519-81-911-sc-95-3-6-vram-swap-track-hot-rod-build-help-4.html

993 Cup setup.

993H-Eyellowrsr38exhaustvr2_zpsb878a233.

Anyway, exhausts aside - what an engine. Can't wait. Is Neil going to run it in on his dyno? If so please post the vid :)

 

Posted
11 hours ago, SP72 said:

they get 50% of their heat via induction from the ally heat pipe that backs up against the cat.

While not claiming to know more than well regarded experts, I can not see how this is true.

The airflow through the part of the ally heat tube above the cat only goes to the offside (drivers side in RHD) heat exchanger. The air going to the nearside heat exchanger takes a very short path well away from the cat and could not possibly pick up much/any heat from the ally tube.

So if 50% of total heat came the from the ally heat tube it would mean the offside heat exchanger was delivering 75% of cabin heat and the primaries would be running much hotter on that side.

The % of heat must be much lower and I would suggest the original design was not to deliberately provide more heat, but rather the consequence of packaging necessity of the air supply to the heat exchanger and the need for heat shielding around the cat.

:twocents:

 

Mark

Posted

Back when I had a 993 I was always amazed at how quickly I got warm air into the cabin. Literally within 500yds of my house the cabin warmed up. After a previous SC it was refreshing. If I could get that on my own car I'd be going that route.

Posted (edited)

Alex - yes, it wil be on the dyno again, even though it took several attempts to get it right last time.  NB now has the services of an ex Motec technician from audtralia so hoping there it'll be done with less to/fro

 

Mark/KS - can't comment further on the 993 setup, just relaying what I was told.  

Edited by SP72
Posted

Another big advantage with the 993 headers is that they give good ground clearance , little surprised that custom builders dont follow the flat three pipe collecter design . 

I suspect that most exhaust builder dont actuall make / bend many tubes but rely on off the shelf collectors and pre formed bends cut and shut together to achieve the design. 

If going custom route I would try and get a decent exchanger added instead of the tiny  after thought  bean cans which from reading rarely deliver enough . The 993 flat pipe configuration aids building a decent exchanger around it .  Good luck with your build btw .

Posted
14 hours ago, SP72 said:

WK is adamant the 993 setup (previously my primary choice) is poor on an IB - low on torque, they work on 993 because of the cats providing the backpressure  needed.  Apparently, even low on heat output too on an IB as on the 993, they get 50% of their heat via induction from the ally heat pipe that backs up against the cat.

I've done 993 HE's on several cars now all without the cat and they have all done well power wise. Even if the back pressure of the cat is what makes the 993 HE's work then you could easily recreate the back pressure with a well designed rear box. tbh I think the cat angle is a bit of a red herring.

21 minutes ago, Henry said:

Another big advantage with the 993 headers is that they give good ground clearance

Very good point, they are a tightly packed unit compared to other options.

If you want to try them I have a spare set of flipped flange 993 HE's and can probably lend you a back box of some sort for you to test them with, just lemmie know.

Posted

Hi Shirish

I'd take Neil's advice on these.

With "The mother of all chain tensioners" as fitted to the 3.2 have you actually heard of them letting go on a non-race engine? 

Subject to Neil's advice I'd put the money towards the ITBs. Or failing that I've got some guaranteed snake oil that if you rub into the crank case guarantee another 25BHP as it smooths the kinetic flow of the oil mollecules - which I can let you have at the bargain price of £49.99

 

HTH

 

Posted

Thanks Mark, will await Neil's feedback. Don't understand why we heard chain lash on more than one occasion though if the tensioners are working fine. The product is a replica of what Smart Racing Products used to make, usually well executed and adopted by many US specialists.

Posted

I missed all the 993 H/E argy bargy

I've been impressed with mine over the years - think I've been running them for about 7 or 8 years now - for the last few years with a TT custom back box (single out)

Heat is not a problem - there was a small mod I did to the air pickup by the fan which increased the volume down the RHS but I've had no complaints on warming my tootsies

On the power/torque thing I think there was a bit of a 'loss' initially but in reality all that happens is that the 'punch' moves up the rev range by a bit and you got more 'punch' at the higher end. I'm now getting over 270 BHP and 230 lb/ft from my 3.2 (versus stock 231bhp and 209lb/ft)with the help of the Canems system - and torque doesn't seem to be a problem either. Being fair though you can't really tell on that without back to back driving comparisons. I don't really accept the negativity on the 933 H/E's though - I think they are a good proven solution.

 

 

Posted
1 hour ago, sladey said:

 there was a small mod I did to the air pickup by the fan which increased the volume down the RHS but I've had no complaints on warming my tootsies

What's the mod?!

Posted
5 hours ago, reddevil said:

Other than the Canems and the 993 headers, what other spec have you got on your 3.2 sladey?

It's pretty stock though it was rebuilt a few years ago by Mike Bainbridge. Re the Canems - I've got the ECU but also the Dizzy replacement and also the MAF conversion. I've got stock cams. During the rebuild Mike discovered it was a japanese market engine with a lower compression ratio so he raised that. I think he smoothed the lip on the back of the valves (IIRC). Also it looks like it's been underwater at some stage as there is pitting on some of the cylinder heads - they look like teenagers acne in places. 

I've got a lightened flywheel but that won't affect BHP, and as I say I've got the 993 H/Es and a TT back box

3 hours ago, BenC said:

What's the mod?!

Ok I did put something up on IB when I did it but I can't find it now. Basically the heater pickup on the right hand side coming off the fan is a plastic 'scoop' that is in the airway of the fan. If you compare it to the one on the left hand side it's not as effective. The left one seems to be a larger round hole, whereas the right one is more like a letterbox. All I did was cut a bit of aluminium tubing and basically jam the mouth of the letterbox wider open. Wider hole = more air going in = more flow and hopefully more heat. 

Guest
This topic is now closed to further replies.
×
×
  • Create New...