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Wondering how you settled on the 993 studs instead of going with the highly recommended ARP or Racewere while you have it apart. Also with 130K on the P&C's they will probably need replacing which will change your budget by 2-3.5K depending on if you go with stock 3.3 or upgrade to 3.4? Or are you just going to hone and re-ring and hope for the best?

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Old 06-22-2003, 07:51 PM
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As stated on the previous page I have very good reasons for using the 993 turbo studs and if the cylinders are round, in spec and immaculate I see no good reason to change them.

I have a hard time spending thousands of dollars on parts that spec out ok and have a lot of good miles left on them.

Just in case a hone and rering do not work out it won't be the end of the world if I have to drop the motor and rebuild the top end.

After working in a shop that has assembled many race motors over the years I have an appreciation for sturdy parts that have been properly 'seasoned' versus those that have yet to creep, warp and weather.

Last edited by 350HP930; 06-22-2003 at 08:22 PM..
Old 06-22-2003, 08:19 PM
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Porsche Crest Hone??

Hello,
What process were you going to use to prep the cylinder walls for new rings?

Les
Old 07-07-2003, 01:40 PM
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I have been told that nikasil cylinders should get a mild honing with a specific type of ball hone while I have some people telling me to just clean the cylinders.

I am leaning towards the honing route since I have seen enough motors with ring seating problems to not want to risk that problem.

This is a matter of critical importance so I need to do some additional research before I do anything with the cylinders.
Old 07-07-2003, 03:13 PM
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Great Thread !!!

350hp, I was interested to know what sort of driving you intend to do with the new motor, How you plan to run it in and how many miles you expect to get out of the engine. Can you actually get the same amount of miles as when the engine rolled out of Porsche ?
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1981 930
Arrow Blue - Black Leather
Factory Alloys, 3.3lt Turbo 300hp
Old 07-12-2003, 07:27 PM
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This has been my daily driver and weekend auto crosser (which it does very well at) and that will be its continued usage except that I may cut down on the daily driving now that I have bought a $250 POS escort wagon to get around and haul parts with.

The break in will be like that for a new motor since I will have both a set of cams and rings to break in.

Since I am reusing the cylinders they will probably be the weakest link in this whole project.

Then again I have heard that they can work well with a rering all the up to and past 250K miles, so we will see.

Since most of the resused hardware will have been fully stress and heat cycled (or seasoned as some people like to call it) and remachined I am hoping that they will be good for another 150K or more.

If all the stories about 930 cranks, cases, rods, pistons and cylinders being extremely hardy are true (and my teardown appears to support this fact) then I look forward for the next 100K+ miles being all mine.

Knowing how fun 300+ RWHP was before I pulled the motor, I look forward to how fun 400+ will be with the lower ratio ring gear in the tranny to boot.

Last edited by 350HP930; 07-12-2003 at 07:53 PM..
Old 07-12-2003, 07:49 PM
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How about an update?

Thanks,
Dave
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Old 01-15-2004, 02:57 PM
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Blah, money has been tight so the project has been rather stagnant lately.

Now that I am financially recovering from the hollidays I hope to have about $500 to spend at the end of January.

Old 01-15-2004, 06:15 PM
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I have been thinking about getting an A/F guage myself. Is
that a wideband O2 gauge?

BTW. I have heard that thermal wraps can ruin your
exhaust system.

Quote:
Originally posted by 350HP930
Damn, that is a beautiful A/F guage.

If not for the fact that I want to upgrade (I currently have a cheap intellitronics unit on a pillar pod) to the J&S unit so I can see when the engine is beginning to detonate for tuning purposes I would jump on that in a heartbeat.

Thanks for the info anyways though.


Last edited by stephenc; 01-19-2004 at 09:16 PM..
Old 01-18-2004, 08:08 PM
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No, the pictured guage was just running off the regular bosch sensor so I could make sure the car was never running too lean and that all was well with the CIS

Right now I am looking into several different wide band solutions so I can do most of the fine tuning of the new fuel controller myself.

Since I wrote this thread I have also decided against the thermal wraps. I will probably just fabricate a few heat sheilds to keep the worse of the radiant heat off of the motor instead.
Old 01-18-2004, 08:23 PM
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I'm in the process of rebuilding my motor too, and am also
bumping up the compression, but going twin plug to mitigate
the chance of detonation. I read that if you have flat
top pistons, twin plugging is not really necessary.
But I just wanted to be on the safe side, because I want
this motor to last a long time. :-)

I am also getting my fuel head modified to gain 15-18% more
fuel for my CIS motor so that I can maintain proper A/F ratio
under boost.

Since I was planning on building a street car, I decided to
not port the heads and manifold to maintain torque on the
low end. However, I decided to extrude hone the intake
manifold to get an even flow. Similarly, I am flowing and
balancing the fuel injectors.

I'm hoping for 425+rwhp on this build. I hope I'm making
the right decisions. :-)
Old 01-18-2004, 08:39 PM
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Your decisions and estimates sound rather good to me.

I had also concidered tweaking the fuel distributor but in the end decided to go with the AIC for tuneability.

What is the best deal you have found on extrude honing the manifold? I concidered doing the same to mine until I found out how much most places wanted to do so and my concerns that it may aggravate the stock manifold's tendency to favor certain cylinders.
Old 01-18-2004, 08:56 PM
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I was also hesitant to Extrude Hone because of the costs. Then I found
a place in Canada that will extrude hone my manifold for $600 canadian
dollars. I think that translates to about 460 dollars vs. the $620
asking price in the states.
I also found something on the web stating that if you are a SCOA
member, then Extrude Hone will give you a 20% discount. Just
tell them you are a SCOA member before getting a quote.

I opted to ship my manifold to Canada. If you can wait a few
weeks, I can keep you posted on how well the work went.
Below is the url for the shop that is working on
my manifold.

http://apexmodified.ca/html/extrude.html
Old 01-18-2004, 09:13 PM
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The AIC.. is that a reference to a 7th injector?

If so, I think I have read it does not work very well. Can't
remember which board I read it on though.

www.c2turbo.com
www.911turbo.com
www.turbo911.com
www.rennlist.com

Quote:
Originally posted by 350HP930
Your decisions and estimates sound rather good to me.

I had also concidered tweaking the fuel distributor but in the end decided to go with the AIC for tuneability.

What is the best deal you have found on extrude honing the manifold? I concidered doing the same to mine until I found out how much most places wanted to do so and my concerns that it may aggravate the stock manifold's tendency to favor certain cylinders.

Last edited by stephenc; 01-19-2004 at 10:38 PM..
Old 01-18-2004, 09:19 PM
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hello there 350HP930,

I was thinking about resealing and getting a partial rebuild done to my 81 930. I read in 9 magazine a while back that a cheap compression bump can be made be flycutting the heads. What do you think. Does this compromise the chains and there slack or does it have any other negative affects? Is it worthy to even do the mod?
Old 02-27-2004, 06:48 PM
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The change could also be be performed via case or cylinder flycutting in addition to the heads. For a small compression bump you would not need to remove much material but you should also have your chain housings machined to reflect the new component heights. The timing chains and tensioners should be able to handle the changes in cam location as long as they arn't extreme.

For example I am only going to bump the comression about a half a point so if my memory serves me correctly I think thats only about a 0.5 mm piston height change.

How many miles do you have on your 930? Mine didn't start hemoraging oil till it had about 110K miles on it.
Old 02-27-2004, 07:15 PM
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Update?
Old 07-05-2004, 04:35 PM
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Shortblock should be together in the next couple of weeks, heads in the next month or two.

It should all be downhill from there. I will make sure to post some pics and an update when things proceed. I need to stop wasting so much time on the OT board.
Old 07-05-2004, 04:51 PM
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Smile

Well, it appears I too may begin my engine rebuild (a little earlier than I anticipated). I recently purchased an 89’ 930 and I am looking to make it more responsive at lower RPM. I imagine bumping up the CR and trying a different Cam will help do the trick. However, while I’m in there, I would also like to replace the Con Rods. I hate to ask general questions, but I would like to start generating some ideas from some of the options that you guys/gals are aware of.

I have read quite a bit of Wayne’s “How to Rebuild & Modify Porsche 911 Engines”, but I still feel a little left in the dark as to what all my options are in getting the most out of my 3.3L turbo. I did notice that his top picks for this particular motor was to basically increase piston size. Does anyone have experience with that? Wayne, if you’re around can you please expand on this? Results?
Old 07-07-2004, 09:01 PM
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The stock 930 rods are very durable. While its your choice I think there are better motor mods you could put your money into.

Old 07-07-2004, 09:46 PM
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