Although advertising your parts on Pelican Parts may seen like a cool way around paying for advertising, if you want to sell your parts here, perhaps buying ad space or convincing Pelican that your product is worth selling, might be more ethical.

Settle down

Our host is gracious enough to supply this incredibly helpful forum for builders of all stripes. They sell advertising space and they sell Porsche parts at every performance level. Respecting their business seems like a pretty simple expectation.

I see no issue here, Mr. Harvey's posts are informative and helpful, a real asset to the enthusiasts here.

Everyone calls on a different devotion to ethics....you do you.

Thanks ever so much for your blessing, it makes my daySmileWavy

Had many responses to the above comments. To last in this business you have to have a thick skin.
Often that can turn into been critical of others. Something I work hard at not doing.

Project 24 is now at the top of our agenda. Its based using a Mag case with the through bolts, larger Oil pump and today, have decided to design a new Countershaft and Crank gear. The cost of new ones plus now the import tariff's makes these every expensive. 50% tariff's on anything steel out of Germany. Also give me the opportunity to change the pump gear speeds. Something I have wanted to do for along time.

This is going to be either a "hero or zero" project. I have for along time never understood the Porsche performance "wall". These smaller displacement engines have for along time been stuck at a certain performance level. I'm hoping to see if I can nudge that up a little.

Kinda the same thing with these more modern 4.0L 964/993 engines. We get to approx 100-105 HP/L and stall out. I have read of a 2V engine that makes over 120 HP/L but I have never been able to achieve these numbers with a 2V engine. Those are 4V numbers. Hence the drive to try and push the limit up.

I'll start to post photos of the parts we are using and some of the issues we are trying to solve.

Even if it fails it will be a win win for the data it provides..

Neil, you're a gentleman and a scholar, and I appreciate your contributions here. I look forward to seeing what comes out of your shop next.

I believe the word is surrogate.

Received a Crankshaft today that had sustained a rod bearing failure. Only one journal and the adjacent mains looked in great shape.

Question was how did this happen and why. All I have to look at is the crank and the bearing shells. Thought I would pass along my thoughts for others that may have the same modified Crankshaft.

This crank has had a lot of material removed from the counterweights in what is known as knife edging. This is the worse thing you can do to these crankshafts. It does not spin in oil, as the oil is all stacked up on the one side of the inner crank case. You need that mass there as it counters the masses that go up and down and round and round. If you want to lose weight, lose it in the Rods and Pistons.

This is a classic 1st order failure. The crank was probably flexing and the bearing shell lost its clearance. An imbalance caused by the rotating masses on every revolution. These hard faced shells do not give you a 2nd chance. One they touch its curtains.

I do not know the early Cranks at all. I am not sure what percentage of counterweight they have. Not sure of they are under or over weighted but as soon as you add different Rods and Pistons you change everything.

My advice, do not knife edge these cranks. Lose the weight in the rods and Pistons.

Man, I love this.

Is that the one with 4 camshafts but still 2V? Perhaps they changed the angle of the valves?


Do you have any rough specs on the UAE engine?