Did you replace the oil coolers?


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Back at it!
 

After completing an autopsy, I’m resurrecting this build using all serviceable parts and replacing all non serviceable parts.

Today I was able to get all of the bottom halves cleaned out and checked the piston squirters. Oil pump, intermediate gears and chains, and all bearings are installed. Not a speck of metal was found.

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I replaced the crankshaft. Replaced the stock rods with Carrillo rods and bolts, and used standard bearings.
Bolts were tightened to .0065” stretch.

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Unfortunately the more engines you do the faster you get.I love my ultrasonic cleaner..

Mine is not large enough for an engine. But it does make cleaning easier.

Got the case halves together today. Everything is spinning smoothly.

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Deck heights and compression ratio
 

All deck heights are measured and adjusted to .040” (+/- .001”)

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Nice work!

Set up for cam timing tomorrow.

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Timing is done. Lightweight flywheel is on. Lower valve covers are prepped.

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All I need now is a twin plug distributor….

Interesting flywheel.. have not seen that one before.. where is it from?

Looks similar to my Fidanza

Fidanza. I’m not sure where it’s from, I picked it up locally from Brian at euro parts west. 4.4 lbs I think.

how do you like it? Any feedback on performance?Also did you locktite the bearing to the fly wheel or leave it free to spin?

I did had take a little material off the lower case bolt boss to clear the rivets.

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I drove about 5'000km with, no issues since (400HP+). Use with KEP PP Stage1
It had no seat for bearing, made a aluminum adapter with press-seat for bearing.
No need to take-off material for mine.

Older pic, but shows enough
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Another leak down.
 

Quick cold leak down, great numbers. All under 1%. Buttoning everything up, planning twin plug wire routings.

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A small cut out on the chain box is required to make room for the lower plug hole.

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Thanks for sharing all the build updates - It's very much appreciated. This will be a great motor when you fire it up.

The tin is installed. I’m waiting for some twin plug pieces to arrive.

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Thanks. I’m happy to share this build. I learn a lot from the forum participants.

It’s always #2 / #5 big ends … cross drill the crank?

Good question.
That was my first thought, but after much research and consultation I’ve decided not to.
The decision to not cross-drill wasn’t about cost, time, or availability. There is a lot more to discuss but in short, it was about getting the right amount of oil to the right places. The 993 pump is more than sufficient and I don’t want to sacrifice oil to the top half of the engine.

993 pump will be ample, as you say about getting the oil to the right place, if rods were correctly prepped, a spun bearing points hard in a particular direction no? Assume you plastiguaged and measured the oil clearance?
If there is a weak spot in the very robust 3.0/3.2 case, it seems to be 3/5 big ends….
I agree with taking care of the valve train .. perhaps don’t install the smaller restrictors ..?? With 993 pump you have plenty oil to share around. My own theory is that is top end restrictors were a reaction the bottom end oiling issue. Which is better taken care of with cross drilling.