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Quote:
Originally Posted by waynesco1 View Post
3.3 crankcase main bearing bore 65mm.
3.2 crankcase main bearing bore 62 mm.

3.3 Crankshaft has two counterweights per crankpin.

3.2 The oil supply groove (bearing No. 8)
3.3 Oil supply is in the bearing journal .

3.2 Crankshaft , stroke 70.4 . mm. Main Journals - Bearing No. 1-7 57 mm. Bearing No. 8 31mm
3.3 " " 74.4. mm. " " - " " 1-7 60 mm. " " 8 40mm

3.2 Con-rod Journals 52 mm. Shoulder to flywheel oil seal 65.0 mm.
3.3 " " " 55 mm. " " " " " 90.0 mm.

3.2 Connecting rods A- dimension 127.8 mm
3.3 " " A - " 127.0 mm

3.2 Flywheel Mounting 6 bolts washers on bolts 44 mm whole circle diameter
3.3 " " 9 bolts no washers on bolts 70 mm " " "

3.2 Oil pressure pump gears width 43 mm
3.3 " " " " " " 51mm 19% increase in capacity

3.2 Scavenge pump gears width 58 mm Alum Housing
3.3 " " " " 80mm. Housing change to cast iron increase of 38%

3.2 Cylinder head washers under the cylinder head nuts 22 mm.
3.3 " " " " " " " " 24 mm.

3.3 Distributor rotates anticlockwise

3.3 Pressure plate 30 mm thicker

That's weird, our host sells same crank for both Carrera and Turbo

http://www.pelicanparts.com/cgi-bin/smart/more_info.cgi?pn=930-102-014-09-OEM&catalog_description=Crankshaft%2C%20911%20Carrera% 20(1984-89)

Are you sure you are not stating specs for 3.0 SC crank and not 3.2 Carrera crank?
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Last edited by beepbeep; 02-05-2009 at 10:20 AM..
Old 02-05-2009, 02:01 AM
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he meant 3.0
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Old 02-05-2009, 08:53 AM
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So is that all the specs stated by waynesco1 that should have said 3.0 vs 3,3? Or just the crank specs?
Old 02-05-2009, 11:28 AM
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If you look into part diagrams you'll notice that rods for Carrera/930 have same part number and that crank only differs in last number (I believe there is slight difference on how distributor is driven depending on model year)

So yes, I believe 3.2 and 930 crank/rods/rod bushings/rod bolts are identical save for dizzy drive (have to check on that).

Carrera guys found rod bolts a bit weak. But it rarely affected 930 engine as it's fairly low-revved by nature. I personally believe that revs affect bolts/rods more than boost does (as long as boost is not extreme).
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Last edited by beepbeep; 02-06-2009 at 12:31 AM..
Old 02-05-2009, 12:32 PM
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Agree - the 3.2 has the same bottom end as the 930 (rods, crank etc). If you are going to track your car, then perhaps upgrade to a 930 oil pump for greater scavenge capacity, but for a fast street car, the 3.2's oil pump is sufficient.

If I were you, I'd have the 3.2 cylinders bored out to 3.4 and slip in some JE forged pistons (7.5:1), aftermarket MAP based EFI, 993 GT2-EVO CAMs, GT35R Ball Bearing Turbo, aftermarket headers & exhaust, full-bay intercooler and run ~1.2bar boost. You'll kill pretty much everything on the road.

No need for a 930 oil scavenge pump - drain the oil back into the 3.2's oil drain sump plug. A few of us do that and it works great and is a simple solution.

Or if you want to go real nuts, twin turbo!
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Old 02-05-2009, 01:06 PM
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If you go the way of the 3.2, I have a friend (Purplehaze) that is selling everything you need to do 3.2 fuel injection with pressure sensing accept the plenum/ intercooler, and piping. But all of the wire harness, computer, twin turbos, wastegates, maybe manifolds too- Glen has got all of that for sale, as well as a set of Pauter rods....
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Old 02-05-2009, 01:38 PM
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And Glenn has not quite a set of 3.3 P&C's that are flame ringed, to match not quite a set of twin-plugged flame ringed 3.2 heads that have great flow and big valves.

I'm Glenn. Interesting project.

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Old 02-05-2009, 04:42 PM
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LOL - very funny guys
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Old 02-06-2009, 01:48 PM
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Quote:
Originally Posted by 930gt-40r View Post
I kick myself in the a$$ when I think about taking my 3.3 from stock to 500 horse when I could have done the same with much less money with a 3.6 motor. I am going to get more power out of my motor, but it would have been an easier build with a 3.6
OMG - the absolute best advice I've read in a long time. I completely agree - if only...
Old 02-06-2009, 02:04 PM
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Thank you Don, I am glad someone agrees with me on that one.
It would have made life much cheaper- in addition to the $2,000 I spent on fuel system when the 930 comes stock with a supplimented bosch 044 pump (worth a good 700 horsepower stock) Again, I want to beat myself over the head.
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Old 02-06-2009, 08:19 PM
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Thank you guys for confirming that the 3,2 and 3,3 bottom end IS the same..

Unless there is any other 3,3 advantages (besides the more heat resistant but worse flowing heads) I think I'm going for a 3,2 engine then.

Quote:
Originally Posted by JMA-RUF
If I were you, I'd have the 3.2 cylinders bored out to 3.4 and slip in some JE forged pistons
Is boring out the 3,2 cylinders really as good a solution as changing for aftermarket cylinders? Would have thougt that it weakened the liners to much, but then again as I wrote when I started this post.. I dont have experience with Porsche engines. So I have no idea how much is regarded safe to bore the 3,2 cylinders..?

Last edited by krikra; 02-08-2009 at 09:43 AM..
Old 02-07-2009, 11:27 AM
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Quote:
Originally Posted by krikra View Post
Is boring out the 3,2 cylinders really as good a solution as changing for aftermarket cylinders? Would have thougt that it weakened the liners to much, but then again as I wrote when I started this post.. I dont have experience with Porsche engines. So I have no idea how much is regarded safe to bore the 3,2 cylinders..?
No. You don't want to "bore out" Nicasil cylinders. They are thin and might warp. Also, replating the Nicasil will cost a dime + some and leave you with even less sturdy cylinders.

0.1L extra can be offset with slightly more boost. Otherwise, buy piston & cylinder set which fits your needs.

If you want more than 450HP, I advise using N/A 3.6 engine.
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Old 02-07-2009, 01:06 PM
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Quote:
Originally Posted by krikra View Post
Thank you guys for confirming that the 3,2 and 3,3 bottom end IS the same..
Unless there is any other 3,3 advantages (besides the more heat resistant but worse flowing heads) I think I'm going for a 3,2 engine then.
Is boring out the 3,2 cylinders really as good a solution as changing for aftermarket cylinders? Would have thougt that it weakened the liners to much, but then again as I wrote when I started this post.. I dont have experience with Porsche engines. So I have no idea how much is regarded safe to bore the 3,2 cylinders..?
Quote:
Originally Posted by JMA-RUF View Post
If I were you, I'd have the 3.2 cylinders bored out to 3.4 and slip in some JE forged pistons (7.5:1), aftermarket MAP based EFI, 993 GT2-EVO CAMs, GT35R Ball Bearing Turbo, aftermarket headers & exhaust, full-bay intercooler and run ~1.2bar boost. You'll kill pretty much everything on the road.
I dont know how you got that to be my quote, but I didnt say that.
I believe if going with bigger displacement that you should just buy new mahle cyls, not that JMA- RUF is wrong in suggesting that, its just not the way I would go. I also believe that the N/A cyls have diffrent cooling fins than turbo.

I would go with the 3.2 as well as: Rods, Pistons, Cylinders, Haltech, and 20 PSI...

Quote:
Originally Posted by beepbeep View Post
No. You don't want to "bore out" Nicasil cylinders. They are thin and might warp.
Goran, come on, do you think that is something that I would say after the abuse I put my motors through?
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Last edited by 930gt-40r; 02-07-2009 at 02:09 PM.. Reason: Because I rule!!
Old 02-07-2009, 02:01 PM
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Quote:
Originally Posted by 930gt-40r View Post
Goran, come on, do you think that is something that I would say after the abuse I put my motors through?
Hi! I dunno if I said something wrong (english isn't my native language and I'm sitting with couple of friends and drinking wine), but what I tried to say is that I believe that actual boring (like mechanical machining) of 3.2L cylinders with additional Nicasil replating is more money/time-intensive than buying a new set P&C set of according volumetric size.

Kind regard,
Goran
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Old 02-07-2009, 02:30 PM
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Goran, Im busting balls, hahaha, Its ok.
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Old 02-07-2009, 03:30 PM
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Sorry Kris.. It was JMA-RUF I was quoting.
Hmm, I've now heard a couple of you guys saying that 3,6N/A is the engine to chose for such a project. I'll keep that in mind, but the reason for my 3,2 vs. 3,3 question, is that I can chose between these 2 engines without paying any $..
Old 02-08-2009, 09:51 AM
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Quote:
Originally Posted by krikra View Post
Sorry Kris.. It was JMA-RUF I was quoting.
Hmm, I've now heard a couple of you guys saying that 3,6N/A is the engine to chose for such a project. I'll keep that in mind, but the reason for my 3,2 vs. 3,3 question, is that I can chose between these 2 engines without paying any $..
ahhh, then the 3.6 is no competition against a free 3.2 or 3.3
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Old 02-08-2009, 03:11 PM
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The 964 motor is harder to single turbo due to the bulky twin distributor being in the way of charge air plumbing... if you go with a 964 motor, twin turbo's would be the preferred option, however, it's more expensive too!

Not saying it's impossible to single turbo a 964 motor, but you'd need to do some pretty creative fabrication to get around the twin dizzy I looked into this too!

Also, I doubt boring out the 3.2 nikasil cylinders to 98mm (3.4L) would significantly weaken them. It's a common mod. EBS Racing and other tuners (like Proto) do them quite often with great success. They are also fully finned, as opposed to the OEM 930 cylinders.
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Old 02-09-2009, 12:54 AM
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