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3.2 to 3.4?
What is required to bump up a 3.2 to a 3.4? Is it just pistons and cylinders? Are there common upgrade parts to do while you are in there?
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Matthew “Sometimes the questions are complicated and the answers are simple.” |
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Still Doin Time
Join Date: Nov 2004
Location: Nokesville, Va.
Posts: 8,225
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Try the search feature here. There have been many 3.4 conversions with different objectives and $$ spent
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'15 Dodge - 'Dango R/T Hauls groceries and Kinda Hauls *ss '07 Jeep SRT-8 - Hauls groceries and Hauls *ss Sold '85 Guards Red Targa - Almost finished after 17 years '95 Road King w/117ci - No time to ride, see above '77 Sportster Pro-Street Drag Bike w/93ci - Sold |
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Quote:
Im preatty sure I figured out my answer anyway.
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Matthew “Sometimes the questions are complicated and the answers are simple.” |
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Registered
Join Date: Feb 2003
Location: chicago
Posts: 1,077
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the P&C are basically the only difference. but do plan on chamfering the heads to meet the 98mm cylinders. also make sure they are 98mm pistons for a carrera, not an SC. the wrist pins are different size and location in the piston. also keep[ inj mind this is when you may want to increase compression, with the 98mm size twin plugging the heads is a good idea.
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BMW 128i 73 rsr clone - sold 68 912 project to become 911r (almost done!) |
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If you didnt hear about it my father, who you met at dinner at RAM, miss shifted and so far seems to have bent all the exhaust valves. He is looking into a 3.4 upgrade as a "while you are in there".
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Matthew “Sometimes the questions are complicated and the answers are simple.” |
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MBruns for President
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Let me recommend:
3.4 mahle 9.8 to one jugs extrude hone intake 993ss cams arp rod bolts supertech head studs enlarged throttle body competition springs and retainers 964 B & B headers
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Current Whip: - 2003 996 Twin Turbo - 39K miles - Lapis Blue/Grey Past: 1974 IROC (3.6) , 1987 Cabriolet (3.4) , 1990 C2 Targa, 1989 S2 |
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Super Moderator
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ARP rod bolts are certainly a must with the 3.2...
However with a set of Nickies and properly done J&E's the heads do not necessarily need to be reworked. 9.8:1 with 98's is fine on 93 octane here in the Midwest, though I don't think I'd run it that way on California gas on a hot day. That's a nice setup Jeremy, but for the end-result you could plug a 3.6 in there for the same cost and more HP....
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Chris ---------------------------------------------- 1996 993 RS Replica 2023 KTM 890 Adventure R 1971 Norton 750 Commando Alcon Brake Kits |
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3.4 Bigger is better
Join Date: Nov 2003
Location: South Dakota
Posts: 1,497
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Here is what I did on my 3.4 upgrade/rebuild. QSC/JE from Supertec and PP is looking at selling them also.
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Michael 88 911 Diamond Blue CE Carrera 3.4 HC3.4 member 2020 Honda Passport |
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Registered
Join Date: Jan 2003
Location: Langley,B.C.
Posts: 12,002
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I did (am doing) JE's with bored and plated Mahles from EBS. 10.5:1cr, DC44 cams, B&B headers, twin plug, Jenvey ITB's, Microtech ecu with digital dash, boat tailed case, race springs with Ti retainers, ARP head studs and rod bolts. I had my machinest chamfer the heads ever so slightly, even though the JE piston is designed to not need it.
Here is some pics..... ![]() ![]() ![]() Cheers
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Turn3 Autosport- Full Service and Race Prep www.turn3autosport.com 997 S 4.0, Cayman S 3.8, Cayenne Turbo, Macan Turbo, 69 911, Mini R53 JCW , RADICAL SR3 |
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Registered
Join Date: Dec 2001
Location: MA USA
Posts: 2,938
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Dean 911 SC turbo, 3.0L 930 motor, G50, 930 brakes, DTA EFI, 352 RWHP DynoDynamic dyno, |
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MBruns for President
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I have a totally reconditioned 3.4 now - and 244 at the wheels... I sleep better at nights now.
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Current Whip: - 2003 996 Twin Turbo - 39K miles - Lapis Blue/Grey Past: 1974 IROC (3.6) , 1987 Cabriolet (3.4) , 1990 C2 Targa, 1989 S2 |
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Super Moderator
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True, True.
The last one of these we used Max Moritz pistons and didn't chamfer the heads. I'm assuming you guys did the slight "bevel on the inner sealing-surface. What measurement did you use? What compression were the pistons?
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Chris ---------------------------------------------- 1996 993 RS Replica 2023 KTM 890 Adventure R 1971 Norton 750 Commando Alcon Brake Kits |
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Irrationally exuberant
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I didn't bevel my 3.2->3.4 heads but I will when I rebuild it. The lack of a bevel trapped some foreign objects between the edge of the JE and the head. I think a bevel might have allowed the the F.O. to be squeezed safely out of the way.
![]() ![]() I personally don't see the need for fancy head studs on a non-Turbo 3.2/3.4 motor. Of course, I also haven't got that much experience. Anyone seen evidence of head lift on a one of these motors? Show of hands? -Chris
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'80 911 Nogaro blue Phoenix! '07 BMW 328i 245K miles! http://members.rennlist.org/messinwith911s/ |
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MBruns for President
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#1 Corrosion resistance - I live 50 feet from Tampa Bay (saltwater) #2 I was planning on turbo charging further down the road - but might just build a 3.6 turbo instead in the future.
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Current Whip: - 2003 996 Twin Turbo - 39K miles - Lapis Blue/Grey Past: 1974 IROC (3.6) , 1987 Cabriolet (3.4) , 1990 C2 Targa, 1989 S2 |
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Super Moderator
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I've been using the starndard 993 steel ones on my N.A. motors for years with no issues. They are coated for corrosion resistance...
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Chris ---------------------------------------------- 1996 993 RS Replica 2023 KTM 890 Adventure R 1971 Norton 750 Commando Alcon Brake Kits |
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Registered
Join Date: Jan 2003
Location: Langley,B.C.
Posts: 12,002
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Quote:
![]() ![]() Oh, and I could have bought 2 and half or maybe 3 used 964 motors for what I am into this one for..... Cheers
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Turn3 Autosport- Full Service and Race Prep www.turn3autosport.com 997 S 4.0, Cayman S 3.8, Cayenne Turbo, Macan Turbo, 69 911, Mini R53 JCW , RADICAL SR3 |
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Super Moderator
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So you're chamfering the head to even the transition to the larger diameter bore... makes sense... I know when I went from 95's to 100's the area was so large there was no chamfer big enough.. The edges of the pistons were just flat...
Suppse that's not bad insurance since typically you'll be doing heads at this time.
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Chris ---------------------------------------------- 1996 993 RS Replica 2023 KTM 890 Adventure R 1971 Norton 750 Commando Alcon Brake Kits |
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Registered
Join Date: Jan 2003
Location: Langley,B.C.
Posts: 12,002
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The piston has a flat area around it's diameter, outside the dome. That is there to allow you to not have to chamfer the head. But, It seemed to me that would leave a "pocket" of sorts at the very outside edge of the combustion chamber. You would have the dome rising into the combustion chamber and the small flat area of the piston comming up against a ridge in the head- two level parallel surfaces facing each other with just your deck height between them. This just did not seem right to me, so we added the chamfer to create a better transition to the combustion chamber. Not sure if it helps or is even required, but it seemed to make more sense to me.....
It really looked odd holding the 98mm cylinder up to and unchamfered head and looking in through the bottom of the cylinder. What you saw was a 1.5mm ridge or flat area that the piston would be staring at. Not sure if any of this makes sense, having a hard time putting thoughts into words tonight! ![]() Cheers
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Turn3 Autosport- Full Service and Race Prep www.turn3autosport.com 997 S 4.0, Cayman S 3.8, Cayenne Turbo, Macan Turbo, 69 911, Mini R53 JCW , RADICAL SR3 |
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Registered
Join Date: Jan 2003
Location: Langley,B.C.
Posts: 12,002
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Having said all of that, lots of motors are designed with huge squish areas and small chambers that are like giant versions of an un chamfered 911 head....
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Turn3 Autosport- Full Service and Race Prep www.turn3autosport.com 997 S 4.0, Cayman S 3.8, Cayenne Turbo, Macan Turbo, 69 911, Mini R53 JCW , RADICAL SR3 |
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abit off center
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I also added a slight chamfer to my heads when going from 95 to 98 with the 10.5/1 J&E's I also took the very sharp edges off the J&E valve pockets.
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______________________ Craig G2Performance Twinplug, head work, case savers, rockers arms, etc. |
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