2.0 Who large?

[effvee]

Ok, I now am the proud owner of a set of 2.7 heads. Will my 2.0 mag case work/fit 90 cylinders?

Oil squirters, will this help in keeping the temps down?

Do you suggest using a 74mm crank and 90mm pistons.

[Raceboy]

Why do you want 90mm cylinders?? As I said earlier, that 300 cc won't help much regarding performance but hurts the strength of the engine A LOT. 74mm crank won't work, only 70.4mm one.

[kenikh]

Seriously, you are going after this backward. The 2 liter mag case is crap without SERIOUS (expensive, Bill Gates scale) machine work and even then has a HP limit of about 240. Plus, 90mm P/Cs are way too big for this weak case. You could get away with maybe E cams, but a turbo? No way. You are taking the path to building a 10K mile motor.

BUY A NEW CASE. A 2 liter Aluminum case would be so much better and would be able to hold every bit of power you toss at it.

[911pcars]

Originally Posted by kenikh

Seriously, you are going after this backward. The 2 liter mag case is crap without SERIOUS (expensive, Bill Gates scale) machine work and even then has a HP limit of about 240. Plus, 90mm P/Cs are way too big for this weak case. You could get away with maybe E cams, but a turbo? No way. You are taking the path to building a 10K mile motor.

BUY A NEW CASE. A 2 liter Aluminum case would be so much better and would be able to hold every bit of power you toss at it.

Kenik,
A little harsh on the mag case, eh? But you're correct in that effvee should start with an aluminum case.

effvee,
Kenik is correct. Do your homework first before buying stuff that may not be compatible. Suggest purchasing B. Anderson's 911 Performance Handbook and Wayne's Engine Rebuilding book along with Corky Bell's book I recommended earlier. They have some helpful guidelines for increasing power with suggested engine pieces.

Sherwood

[kenikh]

Originally Posted by 911pcars

Kenik,
A little harsh on the mag case, eh? But you're correct in that effvee should start with an aluminum case.

Nah, not really - just experience talking. Having a 2 liter 'S' wakes you up tp what you can and cannot do. I researched this for over a year, looking into RSR shuffle bolts for the case, pinning the mains, balancing the guts, destroking the crank and in the end, it ended up being a fools errand in trying to spend unnecessary money. The 1R/2R cases are a great and LIGHT, the lightest ever made. If you want a 2.0-2.4L liter NA screamer, as long as you do the normal case mods like squirters and pins, keeping the 240HP limit in mind, they are a top choice.

I am not harsh in saying that a 1R/2R case with a long stroke crank and turbo induction would absolutely deconstruct one of these cases. FWIW, I am currently building a 2.25L turbo on a 2.4 CIS 7R case, so the mag love is there! BUT, 7R mag cases are built for over 300HP with additional webbing and reinforcment throughout. After all, the 2.1 RSR turbo had a mag case.

I am merely suggesting that folks look closely at what they want to build and choose the parts appropriately. The 2 liter mag case is good for very little beyond 100HP/L limited to the stock spigot bore.

[911pcars]

Originally Posted by kenikh

Nah, not really - just experience talking. Having a 2 liter 'S' wakes you up tp what you can and cannot do. I researched this for over a year, looking into RSR shuffle bolts for the case, pinning the mains, balancing the guts, destroking the crank and in the end, it ended up being a fools errand in trying to spend unnecessary money. The 1R/2R cases are a great and LIGHT, the lightest ever made. If you want a 2.0-2.4L liter NA screamer, as long as you do the normal case mods like squirters and pins, keeping the 240HP limit in mind, they are a top choice.

I am not harsh in saying that a 1R/2R case with a long stroke crank and turbo induction would absolutely deconstruct one of these cases. FWIW, I am currently building a 2.25L turbo on a 2.4 CIS 7R case, so the mag love is there! BUT, 7R mag cases are built for over 300HP with additional webbing and reinforcment throughout. After all, the 2.1 RSR turbo had a mag case.

I am merely suggesting that folks look closely at what they want to build and choose the parts appropriately. The 2 liter mag case is good for very little beyond 100HP/L limited to the stock spigot bore.

Keeping the 240HP limit in mind, one could include naturally aspirated 2.7s as well.

Still concur re: turbo and early mag case.

Of course all of this is in our humble opinions.

Sherwood

[kenikh]

Originally Posted by 911pcars

Keeping the 240HP limit in mind, one could include naturally aspirated 2.7s as well.

Yah, totally agree, but as mentioned above would limit the cam to an 'E' or similar grind with small ports. I'd not use 'S' cams with 90mm slugs and jugs, though. High revs and removing that much meat from the spigots just isn't a good idea on the 1R/2R.

[effvee]

Hello all, it a fact, I just don't know Porsche. Glad to here sound input, and thanks. I was trying to morph the 2.0 into a larger displacement. I'm going to slow it down some. I have Corky Bell's book, however the other two I don't. I was on the hook for a pair of 2.0 heads. But gave up due to you alls input. I bought set of 2.7 heads. I'll wait and try and get the case next. What do you all think about used 2.7 cylinder and pistons?

Can anyone tell me a price range of a 2.7 case Aluminum?

Will the 2.7 case handle 90mm pistons? and a 74 crank?

Let me be clear, I'm going to shelve the 2.0 and try to sell the case.

[Raceboy]

Of all the early cases only 2.0 had aluminium version.

2.7 case is available only as mag version and 74mm crank doesn't fit there.

[kenikh]

Let's clear the air. Early aluminum case was 2 liter, but can be bored for 90mm P/Cs. The longets stock crank you can run in this case is the 6 bolt 70.4mm crank. You could send a 66nn crank to Marine and offset grind the journals to 2" Clevite bearings and use custom rods to get an even longer stroke, but you are then again going after it the hard way. The best bet here is to buy a 3.2 case or motor. There's TONS of info on the turbo forum on turbo coversions for a 3.2.

[effvee]

Hi, big thanks for all of your help. I believe I have a decent set of 2.7 heads coming. I now know I must stick with the 2.7 case also and it crank, due to your help. The guy that I bought the heads from quoted me a price of 900.00 as a short block. Presently I'll wait due to also dealing with a legal bad buy in Germany. So OK it will be a 2.7
Again thanks, man I just wish I had made up my mind when I had the moldex crank and Cunningham rods made for my 914.

[effvee]

Hi everyone, well I didn't want to start a new thread on this same topic, though it is now questions on a 2.7.

I have the heads coming. I want to know how much larger can I go on the 2.7 intake and exhaust valves other than stock. The seller has shown the heads in a disassembled state. So I believe I can expect valve guides and possible valves.

Should I just stay in the stock sizes?

Has anyone used Beryllium seats on there project?

Thanks in advance

[911pcars]

Originally Posted by effvee

Hi everyone, well I didn't want to start a new thread on this same topic, though it is now questions on a 2.7.

I have the heads coming. I want to know how much larger can I go on the 2.7 intake and exhaust valves other than stock. The seller has shown the heads in a disassembled state. So I believe I can expect valve guides and possible valves.

Should I just stay in the stock sizes?

Has anyone used Beryllium seats on there project?

Thanks in advance

With a boosted engine, I would think valve size would be less of an issue in terms of power. Larger valves weigh more too. While the valve sizes are all the same, depending on what version heads you have, the port dimensions are different. You could perform some port work for more flow.

If you had started with a base 930 engine, their heads feature an oil cooling passage for the valve guides as well as larger valves (but not compatible with the 2.7 crankcase).

Sherwood

[effvee]

Originally Posted by 911pcars

With a boosted engine, I would think valve size would be less of an issue in terms of power. Larger valves weigh more too. While the valve sizes are all the same, depending on what version heads you have, the port dimensions are different. You could perform some port work for more flow.

If you had started with a base 930 engine, their heads feature an oil cooling passage for the valve guides as well as larger valves (but not compatible with the 2.7 crankcase).

Sherwood

Good morning Sherwood, I wish I could have started with a 930 engine too, however man Porsche stuff is sky high.

Thanks

[304065]

Originally Posted by effvee

Hi everyone, well I didn't want to start a new thread on this same topic, though it is now questions on a 2.7.

I have the heads coming. I want to know how much larger can I go on the 2.7 intake and exhaust valves other than stock. The seller has shown the heads in a disassembled state. So I believe I can expect valve guides and possible valves.

Should I just stay in the stock sizes?

Has anyone used Beryllium seats on there project?

Thanks in advance

Man, you are a masochist! (In a good way!) I hope you can come up with a combination that works without spending too much money!

I know in the fow-vay community changing seats no big deal. For whatever reason it's a HUGE deal in the 911 community-- you almost never hear of seats dropping, and the seats aren't available on the loose as a part number from Porsche-- so they are usually never changed out.

Here is a link to a thread about this-- by using the search feature you can find a ton of information. Many have been down this road before, don't worry.

Valve Guide Renewal - Inserts vs. Full Guide