Thanks Mark - will do that.

It is frustrating to be so close to finishing the motor and have another setback. Part of the game !

Exactely what specs to I specify for the alternator ?

That's the correct attitude for sure.

Body work
 

When the engine is done ( final parts ordered and major work done ) , the next project will be to start with the car where I started with the engine ( Zero-1).

The car is a 912 that needs a LOT of rust removal , electrical work , welding , swearing , etc.

Oil line restrictors
 

I received most of the parts today ( thumbs up for our host when it comes to super service ) .

Included were oil line restrictors. Arguments about the pros and cons by some of the Big Boys in the past put me at the crossroads.

Do I use them in , or not ?

I have about 700 miles on my newly rebuilt engine (formerly 2.2T, rebuilt to 2.4E spec). I chose not to use restrictors, and have excellent oil pressure. I'm not sure who's argument it was but the idea that restrictors reduce the actual oil volume getting to the cam towers made sense to me.

Mike

The purpose of the restrictors is to restrict flow of oil to the cam tower area. You have to decide whether the oil foaming there is worse than not having enough oil to cool and lubricate the valvetrain.

I am considering using the restrictors , but bore them out a few sizes to be less restrictive.

The motor will be used in a street car that will not run at race car rpm's , but the temperatures in AZ is always a factor.

The good , the bad , and the ugly.

I chose to go for middle of the range constrictors. This can easily be changed in the future if needed.

With all the physical and chemical options and possibilities involved , I took the precise scientific approach and picked a drill bit that looked sharp enough for the job.

http://forums.pelicanparts.com/uploa...1320371323.jpg

Ernie

I just noticed you problem with the alternator/shroud fit.

Here is some information that might help you.

http://forums.pelicanparts.com/porsche-911-used-parts-sale-wanted/612744-early-fan-blade-bosch-alternator.html

I would return the new alternator and have the old one rebuilt

Tom - having the old one rebuild , and will keep this one for a future motor.

The bug got me.

Ordered a Bosch distributor , MSD 6425 , upgraded ignition wires , stainless headers , and a new leakdown tester.

Block off plates
 

http://forums.pelicanparts.com/uploa...1321115722.jpg
http://forums.pelicanparts.com/uploa...1321115806.jpg

Alternator back where it belongs - still needs the end dust cap.

So many brilliant ideas got incorporated into this engine , I can not believe the flimsy way the air guide fits on.

http://forums.pelicanparts.com/uploa...1321154697.jpg

Getting closer -

http://forums.pelicanparts.com/uploa...1321159106.jpg

Cam oil line help
 

What should I do here ? See red arrow.

http://forums.pelicanparts.com/uploa...1321160891.jpg

Max - the 2.2T has a oil temp sensor on the top , and not in the cam line. Is a longer Carrera line available , or do I have to use a double male nut to bridge this ?

My car started life as a 1971 911S. The engine in it now is a 2.7 RS spec, built on a 1974 7R case. It was built around 1990 by a place in Texas called Kraftwerk. Here is what my engine has there.

http://forums.pelicanparts.com/uploa...1321210508.jpg

That is exactly what I need - is there a part # on it ? I spent 2 days at Lowes , Autozone , Home depot , Ace , and a private part store in town - no luck

None that I could see. I think it may have been something the shop came up with who did the engine work.

Maybe Tony and Marco at TLG could offer some advice on this oil line part ?