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Banned
Join Date: Jul 2001
Location: los angeles, CA.
Posts: 41,306
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From memory:
New copper rings at base of jugs? Yes. The sealant you refer to should go between cam housing and heads. You are calling the heads "Jug assembly"? When I built my last air-cooled 911 engine, I used a special grease on the base of the cylinders that is no longer available. For the life of me, I can't remember what it was called. Re-use head stud nuts? Yes. These do not fail on Porsche engines. Only the studs. If you're engine has the early '80s studs on it, you should seriously consider changing all of them while the engine is apart. Others will break. 
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11-01-2012, 07:09 AM
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Location: Glorious Pac NW
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Quote:
VDO mech gauge reads 12.5PSI max boost; always has, no overshoot. Quote:
Little issue using dyno charts from the same dyno with the same operator to compare AFRs and power curves (and, to a lesser extent, before/after figures). Although different temps/air densities will skew the readings too. Checking AFR's is mostly what I'm there for. Although improved figures on the same dyno are generally a sign you're doing something right 
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'77 S with '78 930 power and a few other things. |
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11-01-2012, 07:31 AM
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The current range of zero-clearance K27 hybrid turbos from Kevin (Ultimate Motorwerks) will probably out-perform that by a wide margin; spool faster/more predictably as well as flowing more at the top. They have a compressor map that works better for the car, so impart less heat to the charge air (physics isn't just a suggestion, so some heating from compression is unavoidable). If you're buying another turbo anyway, I'd look into that, unless you have a killer deal on a used one. Many are tending towards ball-bearing turbo's now for faster spool, but K27 variants tend to win on the "bolt it on" compatibility front... Many folks handle the hybrid K27's, Turbocraft and Rarlyl8 both do. Heh. I watched a 930 lump getting dropped recently, and was shocked how tiny the stock cold side was... Just didn't look right... Quote:
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That square headlight/bumper arrangement looks like it might be adapted from the Euro 944 S layout. Don't really know what the 951, or the 944 S2 look like under the ABS airdam, but they also have lights in the bumper, it seems... Lots of info on factory slant prototypes, special wishes and production cars in this thread Slantnose, Slant nose,Slope, M505 factory 930S documents, registry, ultimate,flachbau In particular, check out this Slantnose, Slant nose,Slope, M505 factory 930S documents, registry, ultimate,flachbau photo of a factory-produced Special Wishes car in 1980 with two square headlights per side in the bumper.
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'77 S with '78 930 power and a few other things. |
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11-01-2012, 09:24 AM
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Well..... We have now torn the motor all the way down... deciding to replaced all bearings and seals, piston rings(2 oil rings broken), even though the bearings all look new and cylinders still have cross/hash markings. This thing is pretty unbelieveable, forged pistons, balanced crank, everything is polished. Americans couldn't even figure out disc brakes in 1981. We still have to get the one broken stud out.. but with a little heat, the rest came out easy, so we're hoping for the same fortune on the last one. I appreciate those links on the special wishes vehicles. There is some serious history about these slant nosed vehicles. I am still hesistant to change the front bumper, even though the DP935 style is available(pretty sweet looking).
When going back together with this engine, what type of silicon-based material is used to seal the case? The paste stuff going between the jugs and camshaft housings I located, but I spoke with a local Porsche mech. who told me to buy this stuff from VW, said it handles heat/gasoline more effectively than the loctite.
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When the common bond is a Porsche, the people who own them are even more interesting than their cars. |
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11-03-2012, 10:23 AM
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Banned
Join Date: Jul 2001
Location: los angeles, CA.
Posts: 41,306
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Just don't touch the inside of the cylinder/jugs. You know that, right?
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11-03-2012, 11:07 AM
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Join Date: Jul 2003
Location: Valencia Pa.
Posts: 8,860
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Loctite 574 has always been used to seal the case halves, and cam carriers to head interface, and it works well, but others have been using threebond 1194 with great results. I just used it on my last two builds, and has worked out real well. I used a small foam roller to apply it.
It is a little harder to work with, really sticky, messy, and sets up fast, but seems to provide a far superior seal than 574. This thread will be very helpful to you and your wrench. The Complete Engine Sealant Thread... I have not had a chance to chime in here yet, but I have been following this thread, and I love your car. Never seen such unique colors on one. Keep up the good work.
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No left turn un stoned |
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11-03-2012, 11:43 AM
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Now in 993 land ...
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You really should buy Wayne's engine rebuild book and read it before starting re-assembly. There are a lot of small things and tweaks that need to be done in order to put the engine together right. For starters, you need to clean the hell out of the case and make sure all oil passages and squirters are clear. You also need to decide what new studs you want to install - there are several options.
Good Luck! G |
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11-03-2012, 08:50 PM
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The inside of the Jug.... We are going to have all the parts.. case, jugs, etc sent to a local machine shop for cleaning only. The engine looks almost new on the inside. I am not to sure what you mean by not touching them(jugs).. we were going to have the valve seals replaced...The engine will be reassembled by a local shop who's expertise is Porsche... This thing is complicated...
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When the common bond is a Porsche, the people who own them are even more interesting than their cars. Last edited by 81Kremer930; 11-05-2012 at 07:10 AM.. |
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11-05-2012, 07:04 AM
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We are going back together with 993 TT studs. From what I have read and gathered these are the best/stock out there... They have some coating on them to stop the surface from deteriorating like the older ones..
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When the common bond is a Porsche, the people who own them are even more interesting than their cars. |
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11-05-2012, 07:13 AM
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Banned
Join Date: Jul 2001
Location: los angeles, CA.
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If the the cylinders are Alusil or Nikasil, (they will be one of the two), you cannot hone them at all. It will damage the surface. Not even the dingo balls on a drill. Nothing. Although a hot tank at a machine shop, (the giant automatic dishwasher-like machine with citrus-based solution), will dull them nicely IME.
The good news is that those cylinders do not wear. I'll bet that there is zero wear on them--no ridges whatsoever, nothing. Just re-ring with Mahle rings and follow an aggressive break-in process for the rings. I had 100% success re-ringing my Alusil SC engine. Some will tell you that it cannot be done, they are speaking from 2nd or 3rd hand knowledge as opposed to experience. And 993 studs are great! Good luck and keep us updated! |
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11-05-2012, 07:24 AM
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Quote:
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When the common bond is a Porsche, the people who own them are even more interesting than their cars. |
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11-05-2012, 04:02 PM
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Location: Glorious Pac NW
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I've been very happy with Henry Schmidt's head studs; "SuperTech" - Pelican carries them. Your builder will probably be more familiar with ARP. Either of those would be a better choice. Do NOT put the motor together with stock rod bolts - that's the Achilles heel of the 3.2/3.3 motors. Use ARP.
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'77 S with '78 930 power and a few other things. |
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11-07-2012, 05:26 PM
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Now in 993 land ...
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993 Head studs, two types? I don't think it is as clean cut as you say spuggy. Steve Weiner apparently uses the 993 TT dilavar with very good success. (as you can learn in that lenghty thread posted above!) G Last edited by aigel; 11-07-2012 at 09:14 PM.. |
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11-07-2012, 09:12 PM
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The 993 TT studs are divilar.. with a coating to prevent/stop the corrosion at the base where they're exposed at the case. From the information I have read, and from others by word of mouth here locally, these studs are as good a choice as anything out there without going aftermarket.... I spoke with Steve, he seemed to confirm the others stating these studs would be a fine replacement.
I know that people have different experiences with different engines... I have a feeling that a lot of our difficulty with this particular car is the fact it's sat somewhere outside under a mitten for years.
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When the common bond is a Porsche, the people who own them are even more interesting than their cars. |
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11-08-2012, 05:03 AM
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Now in 993 land ...
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 I have to say, the more I look at the pictures of your car every time I come to this thread, the more I like it. I'd love to own an 80s turbo one day. When I bought my 993 I was contemplating a 930 but decided to go with the 993 for better daily driver capability (a/c). G |
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11-08-2012, 07:37 AM
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I respect anything Steve says, for reasons that should be obvious. On the other hand, Henry has a pretty clear (and diametrically opposed) opinion. Not the first time I've encountered conflicting opinions from highly-respected folks who know what they're doing. Seriously doubt it'll be the last. Bottom line; pay your money and make your choices I've had no reason whatsoever to regret mine - and I sincerely hope you're as happy with any you may make.
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'77 S with '78 930 power and a few other things. |
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11-08-2012, 08:32 AM
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Spuggy, youre right. The decisions we make have either positive or negative consequences and once the decision has been made; we all deal with their respective outcomes. I have a feeling we will be okay from what I have read... I am actually more concerned with the piston ring issue(which to use, either Goetze or Mahle).... This project has so many facits that I have never really experienced before... Only time will tell.. I need to get some pics up, I will try to do this today!
Aigel, thanks for that.... We are hoping that this car turns out the way we want it to. It should look and drive fantastically if all goes well.... and since we have torn it all the way down, things should be looking up!
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When the common bond is a Porsche, the people who own them are even more interesting than their cars. |
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11-09-2012, 05:36 AM
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pics and parts!
Well, all the parts are back from machine shop, they look great, and there are probably 1000 nuts, bolts, wires, looming, caps, etc to go back into place!!
This should turn out great with fresh motor, clutch, exhaust, intercooler etc!     
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When the common bond is a Porsche, the people who own them are even more interesting than their cars. |
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11-15-2012, 03:31 PM
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The engine is assembled for the most part, it's in time, but the tech that timed the engine recommended changing the chain tensioners with a hydraulic aftermarket version driven by oil pressure.
Anyone familiar with these type(hydraulic)? Should we just purchase new oem/Porsche style tensioners? What's the advantage of the hydraulic if any?
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When the common bond is a Porsche, the people who own them are even more interesting than their cars. |
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12-13-2012, 09:35 AM
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Now in 993 land ...
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You need to read up on chain tensioners. It is a long story.
Until the hydraulic tensioners (also called Carrera tensioners) came out on the 3.2 carrera, Porsche had issues with failures on the mechanical jobs. Here a good post - it includes a mod I learned at Jerry Woods that you should add to the hydraulics as well! Jerry Woods Chain Tensioner Mod Cheers, G Last edited by aigel; 12-13-2012 at 11:35 AM.. |
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12-13-2012, 10:05 AM
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First "one"
Kremer 930
