1meanSC, can you please sum up all of the specs you are building to and abviousley, you must tell us how it runs/what it puts out when completed! Cant wait for your results. Any rough $$#'s on what these parts will/have cost you?? (I probably cant afford it AND I know I cant affords Henry's heart stopper posted above)
ALso, whan you say you are willing to open top end 1x/yr and lower end every other yr, what kind of hrs will the motor have seen and is this ALL race or 50/50 street/race??
Thanks a lot!!
Keep up the great work! Bob

The motor is as follows:
930/21 Case & crank
Pauter rods
High comp JE pistons
Slightly modified 3.2l heads
RSR style flywheel with Sachs sport clutch
964 3.6 turbo cooling fan
A set of wild cams from John with his retainer & racing spring kit
Custom long intake runner throttle body injection
Twin spark with six double pole coils
Sequential fuel injection

The cost is about 50% more than expected. This is mainly due to the budgeted motor was locally available during budget time, and the motor was sold, by an acquaintance, just prior to the build started. The additional cost was involved in importing a 3.2l core motor, that turned out to be very incomplete. They ever removed the studs on the front and rear of the motor, that hold the gearbox and front engine mount assy.

The motor will be fitted today, and will hopefully run today as well.

I will post the results once the motor is tuned. Remember that we are 1800 m above see level. We need to work hard at getting any power op here. A good 3.2l will make about 110 to 120 kw on the rear wheels.

Thanks for the interest.

Hi Markus.

I am reading this with great interest and have a few ideas for my car that I want to talk about with you but it will only be towards the end of the year. What management system are you going to use?

P.S. I think what you have done is really impressive.

Craig

How much tq are you looking for? My dads car runs a 3.3 short stroke that made 297lb ft at the rear wheels. The hp numbers arent terribly impressive but the tq is fantastic and goes on for days. I really think peak hp is completely overated for street and track cars. A powerband that you can use is so much more valueable than peak hp anyday.

If your talking about an ultimate 3.5l motor there are tons of things to take into consideration. How much does the car weigh, what gears will you be using, what kind of driving, how deep are the pockets, how ultimate do you want to get and all that.

When you talk about using 100mm sleeves what do you mean? Are you going with new aftermarket 100mm cylinders or boring out something you have? After using JE pistons in my dads motor I have to admit I was extremely disappointed with them. The weight, design, quality, actual CR were a bit off from what was expected but you get what you pay for. Next time its either Accralite, Pankl(CP in socal) or Cosworth. As for rods we went with stock 3.0 sc rods, fine enough for the revs this engine sees, although when it gets bumped to a 3.5 it will either be Cosworth, Pankl or Arrow.

Right now we have stock crank, stock rods, stock pump, stock 78sc heads, ssi exhaust, Jenvey intakes, Autronic electronics, Bosch MS injectors, DC camshafts, springs and retainers, stock valves and guides.

The next steps include, GT3RSR pump, hogged out 3.2 heads, equal length headers with v bands and a custom muffler, hotter cams, custom pistons and rods, lightened knife edged and different rod bearing sized crank, polished case (inside), custom valve covers for coil on plug, higher performance injectors, full sequential, bespoke intake, bespoke airbox, different valve sizes, different guides, coatins, polishing, shot peening and all that. Hoping to see a very nice tq curve and decent top end power.

At the end of the day its a hot street car, then when I really think about it I could buy a 996 turbo motor from a totalled car and build it into a gt3 r/rs/rsr kinda clone and have gobs of power and tq for about the same money. Turbo(s) well maybe one day.

Dont be disappointed if you dont make gobs of hp, just hope for a flat and fat torque curve.

It's worth mentioning that the JE's are only as accurate as the chamber volume used to come up with the dome height. That's the problem with off the shelf JEs. When if at all possible, whomever you buy your pistons from, measure your heads first and ask them to use that measurement when calculating the dome height/volume necessary to get your desired CR.

Additionally, JE can make a lighter piston, they just charge about ~$20 more per piston for machining and ~$10 more per wrist pin for their lightest tool steel pins. Additionally, if you do lighten the piston, I always thermal barrier coat the crowns for added safety, which adds about ~$50 a piston, doing the skirts and ring lands too.

A 3.3 short stroke, 3.5, or 3.7 is all about torque. Sure, you can make gobs of HP with a big cam and head work for a race engine, but these engines are all about having lots of torque and great driveability across the entire rpm band.

As mentioned in the first post of this thread, I was looking for a motor with a lot of torque.

I also wanted this to be based on a 930 case, to keep within what was basically era correct. The balance of the motor should allow for a motor that is not scared of reving.

The piston and rod combination has resulted in a 222 gram reduction per cylinder, based on a 3.2 l. The RSR treatment of the flywheel, should make a motor that revs up nicely.

The cam selection was done under the advisement of camgrinder. I gave John the build specs, as well as the fact that I am running standard 915 ratios, in a 2180 lb (wet) car. The cam is a "big" cam, that will give a lot up in the top end of the rpm range. The high compression should help with the "off cam" portion of the rev range.

Remember that at our altitude, the air is less dense, by about 15%. This means that a 12:1 compression ration equates to 10.2:1. I do seven races a year at this altitude, and one race at sea level. I may have to use an octane booster at sea level, or bring the timing back. But this was part of the spec.

I also do about 10 time trials and at least one fun day a year, all at high altitude.

I have had problems with my HT lead supplier, as these are custom. I will only get them on Tuesday.

Motor will be dynoed up to about 6000 rpm during the next week, and I will have a track session Tuesday week. After this session, we will do the full rpm dyno, possibly to just under 8000 rpm.

I will post the dyno results here.

Cheers