and placed 13th at the 12 hours of Sebring in 1996

I didn't know that they had stainless sleeves for these clamps. Mine are Aluminum. There doesn't appear to be any wear on mine. Are you talking about in the aircraft industry, where I imagine there are longer hours of use?

rcwaldo:

Actually it has been a concern about these clamps that has made me worry about the engine and start this project. So far all the clamp sites look good but when I originally got the car I had a leak at the clamp site in the side pod which has a tube running from the front of the radiator into the tub and back to the front of the engine. When I removed the clamp the little ribs that hold the o-ring in place had corroded. I cut the tube and used a splice of rubber hose for a temporary fix to keep running that season and bought a new end to weld on at the time of this rebuild. It is so close to the fuel cell that I was afraid to do it at the time.

Well one thing is for certain, being Helidoc doesn't suck ;)

Would you be interested in adopting a 44 year old son?

I didn't know that they had stainless sleeves for these clamps. Mine are Aluminum. There doesn't appear to be any wear on mine. Are you talking about in the aircraft industry, where I imagine there are longer hours of use?

rcwaldo:

Actually it has been a concern about these clamps that has made me worry about the engine and start this project. So far all the clamp sites look good but when I originally got the car I had a leak at the clamp site in the side pod which has a tube running from the front of the radiator into the tub and back to the front of the engine. When I removed the clamp the little ribs that hold the o-ring in place had corroded. I cut the tube and used a splice of rubber hose for a temporary fix to keep running that season and bought a new end to weld on at the time of this rebuild. It is so close to the fuel cell that I was afraid to do it at the time.

LOL.....I just about have all of the kids out of the house and off to college so I'll pass for now!

Well, a few more hours of work on it today and I think I am ahead of my projected schedule. After this post hopefully we can move onto what this forum is supposed to be....an engine rebuilding forum. When I last posted on my progress I stated I only had a few more oil lines and wires to remove but as I got into it I had to remove the fuel tank filler pipes and a couple of hidden wires that I had not seen to the altenator. I also had to remove the vacume lines. After that I made up some jigs to lift the motor and it was pretty much smooth sailing after that. Below is a picture of the engine separated from the tub.http://forums.pelicanparts.com/uploa...1131775050.jpg
Here is a picture of thetub less engine.http://forums.pelicanparts.com/uploa...1131775196.jpg I then got a little ahead of myself and removed the clutch, pressure plate, and flywheel thinking that it would give me more room for the engine stand adapter. By the way, I initially put it on backwards, beveled side out. When I figured out what I had done wrong I put it on correctly and decided I better put the flywheel back on as well since that is the way it is in Wayne's book. I imagine I'll need it to lock down the crank at some point. I also will need a new pilot bearing and will probably replace the clutch and resurface the flywheel.http://forums.pelicanparts.com/uploa...1131775612.jpg Note the flywheel bolts. They have white substance on them which I assume is a Loctite type of material. Atleast it smells like old Loctite. In Wayne's book he talks about using it but some others have told me use light oil and torque them. Any thoughts on the subject?http://forums.pelicanparts.com/uploa...1131775977.jpg
In any case, I then put the engine on the stand and following are some pictures at various angles. In the next day or two I will probably be cleaning things up and organizing parts that I have already removed. Thanks again for your interest and factoids. Hopefully I'll be posting the engine disassembly process soon.http://forums.pelicanparts.com/uploa...1131776367.jpg http://forums.pelicanparts.com/uploa...1131776476.jpg http://forums.pelicanparts.com/uploa...1131776561.jpg http://forums.pelicanparts.com/uploa...1131776658.jpg http://forums.pelicanparts.com/uploa...1131776778.jpg http://forums.pelicanparts.com/uploa...1131776923.jpg

hallo
I would buy any bolt , what is torqued with more than 30 NM , new and use the original fastener Liquid .
For sure the Flywheelbolts and use Loctite as the Factory requires .
This is not your Grandfathers Oldsmobile Engine .
harald

:cool:

No twin plug. I guess its not needed w/watercooled heads and a plug over the top of the piston.

what does the motor mount bolt up to? I think I can see he mounting points in the firewall. Was the engine/tranny a stressed member of the entire chassis like on some motorcycles, or do the two halves of the car bolt together somewhere else?

Nice progress ... please do keep the updates and pics coming.

BTW, amazing how little appears to be left of the car once everything in the rear is removed :)

...best thread - EVAR!!!! I tune in, everyday like it's a mid-day Soap!!! Keep the updates coming.

Jeff

Another source for Wiggins clamps and other other tubing supply you might need: http://www.burnsstainless.com/Hardware/WigginsClamps/wigginsclamps.html

welcome to the wonderful world of pelican helidoc! this place is the best tool you'll ever get your hands on, if you can put up with everyone pestering you for pictures and data etc! great car too, looking forward to seeing inside the engine.

P.S. got any more pics?!

It's Beautiful! It looks like a work of art
Steve

Red loctite is what was used for those flywheel bolts, no doubt. Great progress, like others have mentioned!

Talk about a rich racing heritage! Helidoc, thanks for posting these pics. I have been a huge fan of the 962 since I first saw them at Road America.....many, many years ago. Beautiful chassis, dynamite sound.
Did some researching on a previous thread started by PorschePhd. I borrowed one of his 996TT rebuild photos below. Have you ever noticed the remarkable resemblance between the 996 heads and the 962 heads. Outside of the exotic water pumpers on the 962, the have an uncanny likeness.

http://forums.pelicanparts.com/uploa...1131814198.jpg

I noticed this too!

"great minds think alike" :D

Having listened to them both on the dyno and on the track, the air-cooled motors sound better than the water-cooled versions IMO. The wastegates between the two had distinctive "chirps" when they opened as well.

We used to have to dyno them at night leading up to Daytona so as to not upset the other companies working in the industrial park where Andial/PMNA are located. There were many days/nights that we worked 24 hours straight leading up to the race to get the multitude of race and spare engines ready for the various teams. Than they all came back after the race and the process started all over again for the 12 Hours of Sebring. Once the "big" two were over things calmed down as the rest were short sprint races for the most part where the motors would run a few weekends and were serviced on a rotational basis.

Pretty surreal with a C motor on the dyno howling at 2:00 am and the headers/turbos glowing bright orange.:) With how hectic things were and how tired we got, it was amazing they ran and ran and ran...

Those were the good 'ole days.;)

Ralph

Ralph,
Regardless of the countless hours you had to put in.......wish I had been in your shoes!
I remember the 935's and the 962's at RA. The 935's seemed to be like an approaching thunderstorm or P-51's. The 962's....silence, then W-o-o-o-s-h!!! They seemed so stealthy sneaking up on you....so quiet, so frickin fast.

Believe me, it is nowhere near as glamorous as it may appear but it was fun for a few years when you're young, single and stupid.;)

Hey Helidoc, you had all day yesterday, is the motor completely stripped down?SmileWavy

Ralph