Mike, just curious - it doesn't look like you used the chain and rod fixtures to hold things up while you lowered the case half. What did you do, man handle it? Or did you have a second pair of hands help you? I know there are other ways to do it, but I was planning on making the tools to hold these things up. Sometimes the rods will stand on their own and then you can just feed the chain through. I'm just worried about drying times and such with the case sealer! I don't f_ck around with it!

Yeh, I didn't use the tools (although they would have saved me about 10 minutes of fooling around with one of the rods). I just balanced the top three rods upwards and carefully lowered the left side of the case over them (piled the chain next to the intermediate shaft and fished it out later). My case never fully mated without the case bolts so I wasn't worried about the 574 starting to cure. The shuffle pins held the mating surfaces about 1/4" apart until I was ready to start torquing things down.

I'd use the tools if you've got them. The whole thing was a little nerve racking but you really do have plenty of time if you've got your tools, materials and hardware already laid out. I had pre-lubed the o-rings with Dow 111 to make things move quickly. One other thing, I mostly used my finger to spread the 574 on the surfaces. I only used the acid brush to touch up tight areas and to cover the front metal ring on the #8 bearing.

Mike




http://pickettweb.com/Porsche/SB/Ima...lock%20008.jpg

On the upper blue towel there, is that new case hardware...not the through case nuts and bolts, but those nyloc nuts? Looks like the hardware for the chain box covers and/or valve covers? Just wondering if you re-used the perimeter nuts and washers or if you bought new? I haven't discussed whether or not I should replace these fasteners with my machinist.

I'd replace the nylocs and washers (not required but they're not too pricey). I'm re-using the fully steel nuts (e.g. the 15mm inside the chain thru).

Yep I've already got an enormous bag of new nylocs! I'll probably just re-use all of the case hardware then.

Thanks!
Jeff

Nice. I hope the 574 is thinner than it looks in the pic. I've seen this stuff as thick as .010 on the crank web mating surfaces (which is why I don't use anything there) which defeats the purpose of close tolerances on main bearings.

Hard to tell. It wasn't a goopy layer and I I could still see the metal through the coat. I got just a little bit of squeeze-out all around and the case-halves went together very well (I had test fitted a few times to practice). I think the tolerances are going to be fine on this one.

Alright. The long block is pretty much buttoned up. I'm still working out the Megasquirt sensors, wiring and settings. Given the advice earlier on fueling, I moved up to 50# injectors. I'm still looking for any sample .msq files to help me get started on the Megasquirt configs. Here's a few pics from the past few days.

Mike

http://pickettweb.com/Porsche/001.jpg

http://pickettweb.com/Porsche/002.jpg

http://pickettweb.com/Porsche/003.jpg

http://pickettweb.com/Porsche/004.jpg

Very nice.... and please keep us posted!

Have you tried asking tbitz for a sample .msq file at least to get started? I know he has customers who used MS on a 2.7 turbo. I'll see if I can get one from him when I see him later today.

Just curious - for the crank pulley, did you use 60-2 or 36-1 wheel?

thanks...

Just a heads up: Everyone knows that 574 hardens in the absence of air (anaerobic) but it also interacts with metal (ionically?) and starts "skimming" before then.
-Chris

It's alive! It's alive. I got it running yesterday.

Like most of these projects, it has taken longer than I thought. Here's the basic specs again:
- 1978 930 engine
- an Ollie's shuffle-pinned case
- twin-plugged, ported, polished & flowed heads
- 8:1 compression ratio
- 964 cams
- 3.2 Carrera intake
- 50# injectors
- K27-7200 turbo
- GoingSuperFast full-bay intercooler
- B&B headers
- dual 6 plug EDIS ignition
- Megasquirt II v 3.0

Runs well. Just finished the first break-in oil change. I'm still doing the Megasquirt fine tuning, but it runs well enough to take onto the street. Man, thanks so much to all you guys for your advice and insight. It's been a great 6 months. Now it is time to ride!

Mike



http://forums.pelicanparts.com/uploa...1145240332.jpg

http://forums.pelicanparts.com/uploa...1145240365.jpg


http://pickettweb.com/Porsche/final020.jpg


http://pickettweb.com/Porsche/final025.jpg

Looks great, Mike! I'm close to having mine done, too! Hey, who did you get your twin-plug ignition wires from? What was the turn around for them? I seem to remember yours being quite a bit cheaper than some other sources.

Congrats Mike!!!!

And have fun tuning :D I'm doing pretty much same build so would really appreciate if you can send me your Megasquirt map.

Nice color too... ;)

I got them from Brian Regnier at Boost Engineering <boostengineering@earthlink.net>. I also got all of the EDIS parts from him - seems like it took a couple of weeks. Here's what I ordered:
12 Magnecor 8mm wires with EDIS and Porsche terminations:
Quantity Length
1 24"
2 27"
3 32"
3 36"
2 41"
1 45"

I'd be glad to. I've learned a little bit about the EDIS coils/dual plug setup that I'll share with the board, too. Let me know when you need the Megasquirt map. The longer you wait the better it will be. By the way, tip of the hat to Tony Bitz for sharing a base map to get me started, to DonE for info he posted on ignition settings (and his choice in car colors!), and to Geoffrey (on Rennlist) and John Landry for the help they've given me.

Config files are posted in this topic. Again, many thanks to all that helped me get started.

Best,
Mike Pickett

Thanks a million for the config file Mike!

I'm still a few weeks away from assembling the engine, so like won't be till late May till I get to test my system. Will post my results too when I get there.

Good job & have fun!

Thanks and good luck to you, too. Don't be surprised if it takes you longer than expected. I was really shooting for March 18 (my birthday) and missed it by about a month. It was kind of scary trying to do a full high performance rebuild and bringing up a new EFI and ignition system at the same time, but it saved a ton of rework (since it worked). Break-in was a little nerve racking

Also, I thought I'd share a tip of the hat to Chuck Miller (and Ed) at MillerSport in Hillsborough, NC. Chuck is a long-time Porsche/VW specialist and agreed to oversee my tear-down and rebuild. I told him I was looking for access to tools and expertise and he agreed for a reasonable rate. I ended up doing 99.9% of the work, but Chuck was always there to answer a question or to ask "Why are you doing it that way? :-) He had many of the parts I needed right there in the shop or could get them in a day or so. If you can work out an arrangement with someone like Chuck the first time you do a rebuild, it can save you a lot of trouble. They are great guys!

Hey man, nice rebuild.

How are you monitoring your AFR's while you tune the thing?

Brian