Pelican Parts Forums - Variety is the spice

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Variety is the spice

Damn.... "busy" is an understatement. What an attractive array of builds......wish one were mine!

Very impressive, and most are for 914/6 applications. Would you use a stock 914/6 oil cooler with these builds, or a modified larger tube cooler?

Looking good Henry!

Sent from my iPad using Tapatalk

Quote:

Originally Posted by djpateman (Post 11986562)

Very impressive, and most are for 914/6 applications. Would you use a stock 914/6 oil cooler with these builds, or a modified larger tube cooler?

Engine fitment is generally the choice of the owner or tuner. They tell us what their oil/cooling is going to be and we built to suit. Mid engine race cars generally run a filter in place of the engine cooler.

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Quote:

Originally Posted by Henry Schmidt (Post 11986664)

These are some nice looking headers.
You make these or are they commercially available?

Quote:

Originally Posted by mikedsilva (Post 11986801)

These are some nice looking headers.
You make these or are they commercially available?

These are custom made for us. We have a few sets for testing but our plan is to offer them to our customers on a priority basis but should have a few sets for sale. The headers are compact and designed to fit 911 and 914/6. They fit most 911 mufflers but there are megaphones in the pipeline. We are also working on twin and single turbo attachments. The compact size and V-band clamps make these headers incredibly adaptable.

Wow, eye candy.
Johan

Now that is one spicy lineup! Could you provide more information about the build and performance specs for the 3.9 EFI and 3.8 High Performance engines?

The 3.9 is a pretty mild street build. Target 310 hp?
76.4mm 964 crank
Forged H beam rods
964 case converted for Carrera fan & housing
964 heads mild porting [clean up]
Custom made [in house] 104mm Biral cylinders (Nikasil coating)
JE 11.5:1 compression
Supertec head studs
993 Super Sport cams
Custom 3 to 2 intake conversion plates
46 mm butterflies reduced to 41mm ports
63mm air horns [velocity stacks]
ITG air filters
Plans are to run a Haltec management from Clewitt engineering.
The exhaust is a custom made header system with Dansk Sport muffler.

The 3.8 is a long block just finding it's way. [no home as of yet]
It is being built to fit an earlier [<90] chassis, and have a early engine feel.
911 fan and housing, early motor mount and cross bar.
964 core Target hp around 340+?
CP 12.0:1
DC43 /109 camshafts
964 heads with 51mm/ 8mm 993 intake valves
Carrillo rods
996 TT oil pump
Supertec head studs
IWIS racing chains
Series 900 Amber shroud
It will run either custom B&B heater boxes or my new design headers
The next step is the question mark.
EFI Slide valve, Clewett ITB, Supertec ITB or 50PMO, If someone steps up I might even build it as an MFI.[I have them all in stock]
Distributor or COP. Dist obviouly has the early esthetics.
There are a lot of people building IROC replicas for Dave's new series. This might be a great candidate.

Answering another question:
The 3.2 Short Stroke High Butterfly

CUSTOM BUILT TO 3.2 PERFORMANCE SPECS (280+ HP)
98mm 10.4 TO 1 COMPRESSION MAHLE PISTONS (thermal & dry film coated)
MAHLE NIKASIL CYLINDERS 98mm
SHUFFLE PINNED 3.0 911SC CASE
FACTORY CRANK (balanced, cross drilled, Plasma Nitride) 70.4mm
CARRILLO CONNECTING ROD
DRC BILLET CAM SHAFTS (DC62 102 LC )
*MAIN BEARINGS (GT3)
*ROD BEARINGS (CLEVITE)
*GT3 INTERMEDIATE SHAFT BEARINGS
996 TWIN TURBO OIL PUMP
COMP TIMING CHAINS AND RAMPS
SUPERTEC IDLER ARMS
CARRERA CHAIN TENSIONERS
*RECONDITION ROCKERS AND SHAFTS
COMPLETE ENGINE BALANCE
SUPERTEC HEAD STUDS
906 COOLING TIN
BIG PORT 911 SC CYLINDER HEADS
COMPLETE VALVE JOB W SILICON / BRONZE GUIDES
AASCO VALVE SPRINGS
TITANIUM VALVE RETAINER
STAINLESS SILVER LINE VALVES (50MMX47MM)
40 MM INTAKE PORTS 38MM EXHAUST
CUSTOM PLUG WIRES
CUSTOM BILLET VALVE COVERS
COMPLETE CUSTOM MFI SYSTEM
CUSTOM PUMP, NYLON 11 FUEL LINES
SUPERTEC COLD START DEVICE
HIGH BUTTERFLY WITH CUSTOM FIT ITG AIR FILTERS
TWIN PLUG DISTRIBUTER, PLUG WIRES, HOLDERS MARRELLI
TWIN PLUG & MFI CONVERSION(HEADS)
BURNHAM PERFORMANCE SUMP COVER
RSR STYLE LIGHT WEIGHT FLYWHEEL
SUPERTEC STAINLESS STEEL HEADERS
DANSK SPORT MUFFLER
AMBER FAN SHROUD & PERIMETER TIN
DRY FILM LUBRICATE ALL BEARINGS
NEW 75 AMP ALTERNATOR
CUSTOM ENGINE HARNESS

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Henry, why did you use H-beam rods instead of I-beam rods?

Quote:

Originally Posted by PeteKz (Post 12003008)

Henry, why did you use H-beam rods instead of I-beam rods?

The reasons are brand recognition, US made, consistent quality, and most importantly, readily available.
We can have a theoretical argument about what rod design best suits the 911 air-cooled engine but if the quality control is top notch, design doesn't really matter. These little engines do not create enough stresses to exceed the design perimeters.

I mention design availability because Carrillo seems to be the only company producing consistently great rods that fit our engine needs.
If I had deep pocket, I would design a line of affordable connecting rods for every air cooled configuration. They would probably be an A beam rod [light and strong] with longer center to enter lengths for each application. Pankl titanium are my favorite go to when the appropriate application avails itself. In every instance [except the 2.0/2.2], the Porsche design rod is too short. This was a function of retaining consistent engine dimensions as the engine got larger. Being a small company, Porsche sought to transition from one engine seize to the next with the least amount of change. As the stroke got longer the rods got shorter.
Theoretical rod length to stroke ratio for these engine should be around 2:1. The 2.0/2.2 was close but by the time they produced the 3.6 the ratio was closer to 1.6 to 1. As long as RPM was not the goal, these numbers are acceptable. You may notice that 3.6 engine seem to be designed for a 6400 red line.
2:1 theoretical rod/stroke ratio reduces rods angularity and frees up the engine by creating longer piston dwell, reduced piston side loading, friction and ring fatigue.

We use a multitude of rods in our builds based on design parameters and budget.
Overkill is easy when "the best" is the goal.
Overkill like Carr vs WMC bolts in Carrillo rods. The WMC bolts are rated at 1100 hp vs the Carr bolts at 1500. Our engines rarely exceed 500hp so what's the point?

These Pankl rods were installed in a 2.8 short street engine. It is capable of a safe 8200 red line. Cams to produce that silliness on street gas are a little high strung but that is what the customer wanted. This little engine went in a 71 narrow bodied "R" type street car.

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Sticking to the rod conversation:
The 2.0 race engine we just built for a 914-6 GT historic car used a combination of Pauter rods and a custom crank designed to use Chevy 2.0" journals with Clevite rods bearings.
The X beam rod is rarely discussed amongst the "best" rod designed but the quality of materials and attention to detail of the Pauter rods makes them a reasonable choice for 911 air cooled engines. I believe one design theory of the X-Beam rod is reduced oil collection. Oil collecting in/on horizontal rods can create an imbalance.

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In post #5 what is the oil filter used with the 993 console?

Henry, thanks for the info on rods. I'm familiar with the theoretical discussions about rod shapes, but if getting the best length for your application requires the use of rods made by Carillo or Pauter, then I totally understand the choice. I would choose a longer rod too, and a tight ring stack, given the trade-offs.

It's hard for me to imagine that oil can collect on a rod shaking like a wet dog on amphetamines at 8000 RPM, but I'll take your word for it!

I like the one on the far right ;)

Henry, does the filter eliminate the pressure drop across the filter. I’m currently stuck with OC229 on a 993 console because of space.

Quote:

Originally Posted by scootergt3 (Post 12003514)

I like the one on the far right ;)

That one piqued my interest as well. Maybe Henry will give us more detail.
3.0 short stoke with titanium rods.......wow!

Quote:

Originally Posted by Henry Schmidt

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