I have a 2.7 on the stand, it is going into the SC for drivability issues (wifey is going to use it, and she does not like the existing 3.0 turbo engine).

Custom 9.6:1 JE, coated, in Alusil cylinders. Single plug. 7R case. All machine work done, line honed, etc., rockers rebuilt, heads are stock but rebuilt, hi rev valve springs. Mr. Dimiti Elgin ground some old E cams into Solex for this engine. Will have a cut down CIS manifold, and ignition and fuel are managed by SDS. I am expecting around 200 RWHP. Car weighs 2600 lb in full street trim. Should be interesting.

no mention of newer cam profiles with improved ramp angles yet...

suggestions for consideration?

no - all I know is old anyway (but CAE allowed improved ramp angles on cams a couple of decades ago or more)

Snoop Dogg’s 911!!!! Oh wait... Oops gosh, now I feel like a total heel...Sorry if I assumed incorrectly, just figured that statement was made while smoking a little something something reaaaal good. And yes, I consider myself quite literate in the world of pumped up 2.7s ; ) So pump up the jams and recalibrate the dyno

And it’s a great idea to actually qualify such displacement/HP claims. Inquiring minds want to know your sorcery, Gandalf. I hear there’s curvy roads in Middle Earth and this Hobbit’s furry foot be on the throttle

Oh Jezzz, what have I done!

-Kav.

Ain't no 2.7-2.9L capable of making 287bhp at the wheels. Heck, 287 at the crank is a real stretch unless it's a legit 2.8RSR engine which uses different angle heads and larger valves, race gas and very high compression. The factory built 2.8 RSR motor made 308bhp at the flywheel which is about 250bhp at the wheels, and that is as tricked out (race gas, mega compression, mega ports, mega on/off switch cam) as the factory can crank one out to win races with.

My 2.8L makes about 230bhp at the wheels (dynojet) and it is built as hot as a street motor can be built using all the EFI ITB goodies available, DC65 cam (8k redline), carillo rods, 10.5:1 compression, twin plug, 39mm intake ports, headers, all the goodies, and I *might* be at around 280 at the crank. More than enough power for serious fun in an early light body 911.

I'm happy with my little 2.7 making 200hp. At the wheels in my light 1971 911T. I'm also running 7:31 R&P in a 915 to give it a little extra punch on take off and corner to corner.

Ain't nothing wrong with a 2.7 that 20 grand won't fix...

my 2.7 was leaky and i was prepared to pull it this winter and address some issues and leaks.

ended up buying a 3.2, as there are some deals right now.

needless to say upon more inspection my intermediate shaft was stripped so i would of needed a full rebuild anyway.

so +50whp for less/equal than a rebuild of my 2.7 with no real gains

Can't beat the way a high revving 2.7-2.8 sounds. Totally different experience to a 3.2+. I would take a 250bhp 2.7L over a 270bhp 3.2L all day long.

yes it was fun while it lasted. but $ per hp i couldnt say no. hopefully the lightweight flywheel will help a bit. but the HP will sure be a blast .

I imagine there is some serious money involved to get a 2.7 to 250hp and lots of rpm's.

I don't think a 7r case needs shuffle pins unless it's going to be making well over 250bhp. As long as the mains are straight, they are a very straight rebuild. Case savers, face the spigots, that's the only machine work I make sure is done with an otherwise straight 7r case. The heads on the other hand, the ports need to be at least 36-38mm. Run 9.5:1 compression and a mod S cam with PMO carbs or ITB EFI, and you're right at about 250bhp. Easy ish right? (hah)

Been there done that. Just remember where you will be comfortable turning 8000rpm. It sounds awesome but when you have to wait to get that high for your power nothing happens for two or three seconds. Hence my decision to have a cam cut that drops the torque down to a usable level and the power down to a range that comes on as the torque starts to drop.

Track days and autoxing brought me to that mid range.

Rambling...

Having 100's of track days under my belt and 10,000's miles in the canyons the above is important point. You can adjust gearing. But, it's a balance of constant shifting to having a nice power band in the fun zone. ON the street, that fun zone isn't 8k And on the tracks around here, unless you have a really short gearbox and enjoy constant gear rowing, neither is it on the track!

I'll be doing the same, selecting a cam profile that drops the start of the power band down, and yeah, it will sacrifice some top end. That's OK, not a race car!

On these cases, when you look at the overall cost of all the machine work (ask me how I know... mine is at Ollies now...!!!) adding the shuffle pins is small $ compared to everything else. So... why not? :-)

Having driven long hoods with 2.2, 2.4, 2.7 (stockish), 3.0, and 3.2 motors, even if you liven up the bigger motors I feel like the power/characteristics of the smaller motors just seem to match to the (mostly stockish) chassis setups. Sure, you can go all monoball and race dampers and much wider tires and bigger brakes etc etc and get the chassis up with the motor, but then, what is the point of the long hood? You'd be better of to back-date a later chassis if you just want the look. My philosophy is different chassis for that (I have a fully built 964 that is an amazing track and canyon machine). I don't want my 71 to feel like a 964!

A good buddy of mine had a similar motor, with the exception of RSR sprint cams and 50mm PMO's in his early narrow bodied hot rod, which evolved into a beautiful ST replica. We've swapped and driven each other's cars on a few occasions. I have to say, it's a bit unnerving to drive a car that requires those kinds of RPM's to get its juices flowing. Especially if it's not yours... Great good fun, mind you, but not something I could own as a "streetable" combination.

Kent and I have very similar motors, with the only real differences being that mine has higher compression and MFI induction. Good solid streetable 3.0's that make somewhere around 250-ish horsepower at the crank. I would characterize mine as more or less a "3.0 liter E motor", it has that kind of a personality. Loves to rev in the best early car small bore fashion, but can be lazily puttered along in a higher gear if desired.

Kent and I put a lot of miles on our cars, and run a lot of track days as well. These motors have proven to be superb for this mix of duties. They are just a hoot on the track, where they retain that "early car feel", but have no trouble pounding out long road trips of 400-500 miles per day (or more) day after day. IMHO, truly the best of both worlds.

Big horsepower numbers are impressive but it's really about power to weight. Although I guess if you have a lot of accessories you would need it.

Before I could afford throwing money at an engine I went the other, cheaper, way. Fiberglass hood and ducktail, one battery, light weight door panels, remove rear seats, remove spare tire, aluminum trailing arms, remove parking brake and a M&K muffler. My 3.0L (9.5:1, twin plugged and webers opened up to 42mm) came out to 245hp after two days on an engine dyno. Lowered and corner balanced it is a joy to drive on the track or around town. I have 244,000 miles on the chassis and about 20,000 on this engine.

Net result is with half tank of fuel she weighs 2210lbs. That gives me about 9:1 power to weight.

Kent, you speakith the truith. Many of us have been blinded by the horse power mirage. It's no fun having your motor bog down when you floor the throttle and wait for it to hit 5k rpm to start making power.

Torque and instant throttle response are the way to make people remark about your car's performance at the AX, DE or street for that matter. We are not talking about a dedicated race car, that is for another discussion.

The way to wake up a 3,2, BTW, is headers, a chip, and a 7-31 trans. You would be surprised.

Don't get me wrong. In a perfect world a 2,8 or 2,9 would be my choice. The reality is a slightly modified and correctly build 3,0 or 3,2 can be just as much fun to drive. Even a correctly tuned 3,6 will scream like a scalded cat.