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Maximum bore on 3.0 911SC case?

Due to the joy of the search feature on this site not recognizing character strings under 3 characters, you can't search on the term 'SC'; you can imagine why I've had no luck searching this question:

What is the max bore you can go to with an SC case? I am curious as to the maximum displacement one can get off of a 70.4mm crank; is the 3.2SS the biggest?
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Old 02-08-2006, 01:42 PM
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I know that some people are putting 100mm P&C with 70.4 stroke I assume this gives either 3.4 or 3.5

I havent heard of any pne going bigger.

Michael
Old 02-08-2006, 03:06 PM
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Quote:
Originally posted by Walko
I know that some people are putting 100mm P&C with 70.4 stroke I assume this gives either 3.4 or 3.5

I havent heard of any pne going bigger.

Michael
Those specs result in 3318cc. I was most curious if anyone had gone bigger than a 100mm bore or if the stud spacing limited bore to that diameter.
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Old 02-08-2006, 03:10 PM
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Exclamation

I am using a 102mm Cylinder and Piston.
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Old 02-08-2006, 05:01 PM
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Charles Navarro from LN im sure would have plenty of knowledge to throw at you on this topic. Just observation though the limiting factor would of course be the stud spacing but in talking with a reputable engine builder over the last year he related a story in which he used 993 piston and cylinders before any aftermarket version was available in that bore. With that route you can hog out the headstud holes in the cylinders or weld up and drill new holes in the cylinder spacing size then use the 993 heads.

The bigger the bore on an older case the thinner the cylinder base gets to accomodate it before you have to machine the case. Im not certain if Charles said it would be possible or not or if he had done it but I disctinctly remember having read about slip in 100mm bore cylinders for an SC case.

Ken care to elaborate on your motor? With the 102's are you running a 70.4mm crank or the 74mm piece? With the prior does that mean a 3.5 litre motor and with the latter a 3.7? crazy cool
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Old 02-09-2006, 01:24 AM
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With 100s in an SC case you a pushing the limit.
The cylinders at this point are getting very thin [ under racing conditions we see Mahle cylinders cracking] and the spigot boss starts to get very thin.
If you look at a late case designed to use 100 (964/ 993) you'll see they have eliminated the boss altogether in an attempt to add more support to the cylinder base.
I suppose some one could machine the 3.0 boss away, bore the case and make a base shim to replace the material that was removed. This would provide a stable platform for the cylinders.
I suppose Charles could make a tall Nikkie cylinder that would not need a base shim and at that point you could also change the stud spacing to accept 964 heads and end up with quite an engine.
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Old 02-09-2006, 05:05 AM
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Kenneth is running one of my 102s for 930 stud spacing, the first ones I ever did in fact. He's the reason I started making them! Even though the material around the studs gets awful thin, it's no thinner than what has been done on the vw type 1 and type 4 blocks for decades. I've made them both with a 106.5 and 107mm case registers for that reason. It also gets hairly sealing the bases against the case, which it's an absolute must to use Curil T or Curil K2, or you can basically guarantee a leak. The other thing I would also recommend is keeping the compression reasonable to further extend the life of the case- a single plug configuration around 9-9.5:1 is a happy compromise for going with the 102 bore on the 930 stud spacing. It will be a stump puller regardless, kind of like a 3.0 type 4 engine :-)

I have also done slip in 100s, which leave the skirts a little over 2mm thick, not including plating. As far as skirt thickesses go (which will be the limiting factor in every case), I've done as thin as 1mm skirts and that was including plating on numerous occassions. The thinnest cylinder to cylinder head decks i've felt comfortable with making have been right a 4mm wide. Again, these thin-wall cylinders have all been used in N/A applications. Add a turbo, and it's a totally different ball game- that's why I also have a 92mm cylinder with 930 stud spacing. The walls are silly thick. Again those were at the request of Pat Williams Racing, as have been with most of the cylinders we have made over the years.
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Old 02-09-2006, 06:00 AM
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My engine is going to be based off of a 911 3.0 case:

Shuffle pined & boat-tailed

102mm P&Cís mooned

10.5.1 CR JE pistons

70.4 mm crank

Pauter rods

Heads are ported and twin plugged by Heritage Motorcars in FL & Custom Inconel and Titanium valve train made by them reducing weight by 281.96 grams

Custom Cams made my Heritage Motorcars for heads above.

Light flywheel & Pressure plate.

Entire rotating assembly balanced to 8500 RPM with in 1 gram.

Jenvey 51mm Taper ITB's with 38lbs injectors.

Either Motec or Electromotive ECU.
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Last edited by CEO; 02-09-2006 at 11:45 AM..
Old 02-09-2006, 10:03 AM
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Quote:
Originally posted by CEO
My engine is going to be based off of a 911 3.0 case:

Shuffle pined & boat-tailed

102mm P&Cís mooned

10.5.1 CR JE pistons

70.4 mm crank

Pauter rods

Heads are ported by Heritage Motorcars in FL & Custom Inconel and Titanium valve train made by them reducing weight by 281.96 grams

Custom Cams made my Heritage Motorcars for heads above.

Light flywheel & Pressure plate.

Entire rotating assembly balanced to 8500 RPM with in 1 gram.

Jenvey 51mm Taper ITB's with 38lbs injectors.

Either Motec or Electromotive ECU.
That is going to be one hell of a powerful motor.
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- 1979 930
Old 02-09-2006, 11:00 AM
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kenikh,

I am hoping to be in the low 300's From some of the people that I have spoken with I will be around the 320's. Should be fun. espically at 2623lbs. Ill let you know.
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Old 02-09-2006, 11:47 AM
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