911 aircooled developments

[HaroldMHedge]

What ETA do you expect for the case bolts to be ready for the public?

[Neil Harvey]

I don't have one. In the past you could calculate that but today all bets are off. They are at thread rolling now. I hope by the end of this month. Cannot promise though. I will post when they are.

Sorry, but this is the world we live in now.

[HaroldMHedge]

Thanks

[boosted79]

The camshaft designs we have done for the 997 and 991 engines will fall back into the earlier 2V engines. The shafts are modular with each component made separately and fitted to the shaft like a leggo set. In the case of the 2V engines, even the journals will be separate. A new valve spring has made it into our inventory as well. These give alot more variance to set and nose pressures.

What is the purpose of making the cam modular? Seems like that adds a lot of complexity in not only machining the separate components but also in assembly of the lobes to the shaft. Maybe to allow the use of different materials for the lobes and shaft?

Thanks.

[Jeff Alton]

^^^ interested in what you have come up with. We have used countless sets of Shrick cams on M96/M97 engine builds. Or are you talking 9A1 motors??

Cheers

[Neil Harvey]

To answer the questions, yes the first cams are for the 991 GT3 engine programs. This same production type will follow into the 911 as well.

The 911 4 cam heads under development will use this same production and we have decided to do this for the standard 911 as well. The 4 cam shafts are smaller and use caps.

It becomes economy of scale. We can have lobes cut in numbers and these can be used in any camshaft design, type understood. This means we can have all of the parts in hand, then assemble the cams like in "leggo style". The 9A1 cams have trigger wheels, pump drives etc that all can be made and then assembled onto what is typically a common shaft.

The 911 cams will be the same and even easier. Just lobes and journals and a common shaft.

We went without billet shafts for some time for the 911 cams and they are becoming harder to make and more expensive. Turkey is the only source for the world now. We will drop out of this and be able to make our own in any size etc.

[Neil Harvey]

The new Turbo head studs with the M12 thread are finished along with the new through bolts. The ones show are for the 996 and 997 engines. The 911 engine versions are coming. These now add to the std 911 head studs we have. Both are made from SS and use the Titanium nut and washer. These are less affected by temperature as are steel nuts and washers.

The through bolt kit is for both the early 911 and the later 946/993 engines. There are two lengths. I feel this is a better alternative to the solid dowels. These are made from Titanium to help lower the weight. The studs at the #1 main are also changed and the early ones have the M11 thread and the later the M10 thread.

[Neil Harvey]

Images of the new fasteners.

[Black 993]

Beautiful stuff Neil.

[Reuben.L]

Hi Neil,
Beautiful work, Have you made any changes with your design to how the through bolts seal? I have always found Porsches design with forcing the oring into the thread to seal to be a slightly odd solution.
Regards
Reuben

[Neil Harvey]

Originally Posted by Reuben.L

Hi Neil,
Beautiful work, Have you made any changes with your design to how the through bolts seal? I have always found Porsches design with forcing the oring into the thread to seal to be a slightly odd solution.
Regards
Reuben

We looked at this but it’s not realistic with the real estate we have to work with. Best is to use a sleeve over the threads when installing the O rings. We are going to supply a sleeve with the bolts.

[Neil Harvey]

Sometime since I last posted any updates.

We have some new parts coming for the air cooled engines but these are still little way away.

We are going to supply Tri metal main bearings in sizes that hit the mid range of the factory sizes. The std outside sizes will not be offered. We are focusing on sizes that will allow those that need plus sizes cut, to go up and be covered if they need either 0.25mm or just above 0.25mm with the same shell. Same for the inside sizes. Final costs are still to be decided, but my goal is to offer these at a price that makes sense and below the crazy factory costs. The goal is also to allow those that need line bore work to have std line bore work performed without the need to cut the case halves.

Years ago I worked with Steve Becker at Andial building the race engines. I was only there for just under 2 years (from memory) but Steve built engines there for close 20 years I think. He and I teamed up several years ago offering Performance Developments parts and services on the West Coast, after I moved PD to Florida. He is PD West. Some machinery was left on the west coast. All Line bore work is done there along with some Cylinder Head work.

Our costs are higher than what is offered by others but our turnaround time is far less. Line bore work will be turned around within 1-2 weeks of landing on the floor. Right now we are turning cases around in 1 weeks time. We are not looking to have lots of cases to do. We are limiting the amount we will take in. Cases need the head studs removed and be somewhat clean.

This work is all in line with the new Through Bolts and our Head Studs. Currently we do work for certain repair shops along with some repeat end user customers. The quicker turnaround times have allowed engines to be rebuilt quicker and back in the hands of customers sooner.

New Valve covers are coming with attachments for the coils or plug wires built in. I am a huge propionate of CDI for these large hemispherical engines. But I do realize the issue of easy fitment of COP systems. I am close to having a new COP coil (Bosch) that has very low inductance and no built in Igniters. We need a coil that is a transformer only. We can then have our cake and eat it too. CDI with COP attachments.

The 4 Cam, 2V heads are close as well. We have the major parts machined out of billet material as a proof of concept. The Cams are been done now and Finger Followers will be the ones we had made for the 991.1 GT3 upgrade. The obvious advantages here, are the ability to change the LSA's both mechanically and electronically.

Money and time are the limiting factors, always. Never enough of either.

[PeteKz]

Neil wrote: "New Valve covers are coming with attachments for the coils or plug wires built in. I am a huge propionate of CDI for these large hemispherical engines. But I do realize the issue of easy fitment of COP systems. I am close to having a new COP coil (Bosch) that has very low inductance and no built in Igniters. We need a coil that is a transformer only. We can then have our cake and eat it too. CDI with COP attachments."

Neil, thanks for that update. I look forward to further reports on this development. I also am a proponent of CDI ignitions. Surely there must be some COP used by manufacturers that can be repurposed for our olde 911's? But, I'm sure you have searched diligently and not found such an animal.

[Neil Harvey]

An update on some progress.

Valve covers are done and we are currently working on the Coil Hold down fix. We have made up some simple carbon covers that go over the Coils and basically stop the coils from backing out. Its a simple shaped plate that is held off the valve covers with bobbins. Still a work in progress.

74.40mm cranks are in production now. These are "stock" replacements. They have the stock oiling from front and back. I have drawn a new Crank that will have direct oiling to the rod bearing with a different Rod journal size and width. These will sell as a complete rotating assy with longer CCL rods and pistons. These would be used in more high performance applications where weight and higher CR numbers are required.

The new Crankshaft Damper for the 911 air cooled engines is also under way. We have the Alt pulleys done to match the offset. Unfortunately, this application will only be available to those that are in a engine rebuild, as the front main bearing sleeve needs modification.

CDI kits are available as are all of the parts I have shown in the past.

I am also thinking of having an engine build program for those that may be interested in learning how to build one of these engines. This would be held in our engine and machine shop where the attendees would be "hands on" in rebuilding an engine covering "start to finish" with some machine time included. Thinking it could include the attendee rebuilding and working on their own engine if it was in the same calendar time.

I get asked many questions each week and have decided there is a lot that could be taught and learned when the correct environment is offered. I think its one thing to watch and take notes, its another when you are actually doing the work yourself with supervision. We have all the machines in house, all the tools required which could be an advantage to some.

This will not be cheap as I'm thinking it will be around 4 x 8 hour days and limited to no more than 5 people at a time. Thinking we would offer a discount on the machine work to those that attend. They would learn how these procedures are done and maybe get involved in some of the machine work required. We did this with Jeff several years ago.

Still a lot to think about on how and when.

[Axel84]

I need a crank for a 964 engine and a set of cams , road cams. Anything ready?

[Neil Harvey]

Originally Posted by Axel84

I need a crank for a 964 engine and a set of cams , road cams. Anything ready?

Can you tell me what you are looking for, exactly.

FYI, I have custom cranks made that fit our rotating assy designs. Strokes are different from stock, mains are the std size but we use a different rod journal dia and width. We do not make cranks with the tapered nose either.

If you are looking for something different from stock we have.

I decided to have some 74.40mm cranks made with stock oiling as I have been asked for these many times.

Cams we have a full inventory of our own designs now. Need to know the application.

If I can help, let me know. There are other options also out there. Factory GT3 will fit but has straight nose, but small (SC) rod journal and 0.860" width. Turbo crank is 76.40mm with 56.00mm rod journal but 0.770" width.

Never easy is it?

[Axel84]

Well, 964 engine on efi -road Car. Good midrange and top end if possible? 964 plastic intake. Going into a g model.

[Neil Harvey]

I have our 80.40mm cranks in stock. These require different rods as the journals are smaller.

Cams we have several that could work. Need to know more about the build. Displacement , CR#, etc.

Cams are only sold on new billets and DLC coated. I have no idea of the performance other supplier cams can give, but I do know ours are not in their price range.

An important factor to consider always, is your engine budget.

[Axel84]

Ok. Whats the price of your 80.4 crank and cams?

[Axel84]

Just a regular 3.6 rebuild. Normal CR