Pelican Parts Forums - How many 911 3.6 conversions out there ?

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this is probably a stupid question, but is any running PMO carbs
with a 993 3.6 non-vram?

Jack, thats a great car. Any more details on that early 911/993TT ? More pics ? How heavy (or should I say light) would that car be ? Does it put all that power down ?

Hank Watts again. he uses all the track. :D
http://forums.pelicanparts.com/uploa...1126976179.jpg

Quote:

Originally posted by RRico
this is probably a stupid question, but is any running PMO carbs
with a 993 3.6 non-vram?

Because the 3.6 engine management system is pretty gud.....

PMOs reduce street driveability and mileage goes down the toilet, they need more attention, not smog legal in CA, they ARE LOUD.....couiple of other reasons I can't think of besides they are NOT cheap.....BUT pretty to look at, cleans up the engine bay, makes it run like a strippedass ape, lot's of grins having them.....but refer to above....

As I had lots of trouble with 915 boxes in the past, i am slightly hesitant in proceeding with the 3,6 conversion. Isn't it wiser to go the (converted housing) G50 way ?

Unless u have an 87 or older 911 the G50 way is very expensive. First u need to find a transmission, then u need to reconfigure your car (remember the G50 is longer than the 915) accordingly...

Frankly I think it would be better to strenghten the 915 (if u worry). A lot of people are running hot 3.6s with the 915...

Craig's and Rdane's cars are putting down in excess of 280HP at the wheels... never heard of any transmission problems from them...

(stock) 915 Gearing is much more fun with a 3.6, too! :D

What is meant by "strengthen" the gearbox? Rebuilt?

Quote:

Originally posted by Bill Verburg
Stock 993 is a very good suspension design, but it is not inexpensive to change the rubber pieces to harder more track oriented versions, or monoballs.

What is your plan in this area for your car?

Quote:

Originally posted by Bill Verburg
Forgot to add that the one thing that cannot be transplanted from a 993 to a 911 is chassis rigidity, those things are rocks, even w/o a cage.

I assume this also applies to the 964 since the unibody structure is very similar...? What about the open top versions?

From Timmins website www.instant-g.com

Q: Which Transmission should I use? Can I use a 915 or do I need a G50

A: We prefer the 915. For a clutch we use the Sachs Power Kit.

915 is fine up to about 300 HP. Although the G50 is s stronger box, plan on an additional $4,000-4,500 if you convert to that as well. That includes $2000 for G50 and rebuild, $2,000 in conversion parts.
A G50 is 100 lbs heavier than a 915. On an average 911 that's like reducing the HP by 3-4%. Remember F=MA?
The choice is up to preference and budget, but the 915s work well.

Q: Can I use my existing 915 clutch? How about a "Puck Clutch"? What is recommended.

A: Yes you can. We advise against it though.

If you know about forces and torques, you know that the clutch cares abbot torque, not power. The 915 clutch assembly was designed for relatively low torque engines, like the SC and Carrera. Low power as well with 180-237 HP. WHen the factory built race motors, such as the RSR which put out significantly more power, they always used an uprated clutch, like a "puck style" clutch.
One would think, OK, I'll just get a puck style clutch. Bad idea for most applications. They operate like an ON/OFF switch. These put a high impact load on both the engine and the trans, and is a great way to make the car difficult to drive on the street and ruin your 915. Also, because they have only 30% of the contact area of a standard clutch, they tend to wear faster. They are inappropriate for street use.
As a solution, SACHS came out with the "Powerkit". This clutch solution features a composite/Kevlar segmented (not smooth) surface, a low-mass aluminum pressure plate assembly for quicker revving, and has a higher clamping force on the pressure plate. The bottom line is that they last longer, don't slip and have none of the drawbacks of racing clutches.

Q: What about a 915 transmission, will it handle the power?

A: Yes, as long as it is not abused
We have run over two dozen cars without major issue with he 915.
The 915 is good for 300 HP in general, and is about 100 lbs lighter than he G50.
The G50 is generally considered a nicer transmission, and it has few drawbacks other than cost of conversion and weight.
We reccomend the later (75 on) 915 cars with aluminum case and 8:31, though we have run a few cars with the earlier style transmission.
Reliability will depend on driving style. If you plan on drag racing, get a corvette. If you are into chirping tires think again. We have over 4 track years on our 1972 911 with 1984 915, and the trans is still quite happy.
If you decide that drag racing is for you, get a Chevy. 915 will not handle this, nor will a G50.

I think Craig rebuilt his 915. Rdane used all the Wevo upgrades avaliable... I hope they chime in on this.
Plus there should be a lot of other 915 guys that can give u their opinion...
Me? I have one of those fat, heavy and boring G50s :D

Yes, rebuilt the 915 with all the WEVO goods.
I miss that car. The 915 can easily handle 3.6 power...get an LSD, without it its, well, not a good idea. Especially for track use.

I actually built two duplicate, WEVO, L/S 915 boxes for my 3.6. The first all WEVO bits and a standard set of gears. Only 3.6 I had driven was running a stock '72 box with a 7:31 R/P. Basically a short box like I had on my 3.4. Used the standard box for a bit with the new 3.6 Was getting close to 30 pmg on rides and has a top end past 160. Ended up completely rebuilding my short box. It is now plugged it back in the car. Top end and mileage are down a bit, noise is up but the car runs easily between 4 to 6000rpm and is a blast to drive.

So far so good on the 915.

Quote:

Originally posted by 911teo
From Timmins website www.instant-g.com

A G50 is 100 lbs heavier than a 915. On an average 911 that's like reducing the HP by 3-4%. Remember F=MA?

The 915 is good for 300 HP in general, and is about 100 lbs lighter than he G50.
:D

Ahh, so that is were the 100 lb mis-info came from. :rolleyes:

It is more like 20 lbs heavier

Dean

Any more conversions ?

goodness, do you track the car with just a carrera cooler in the fender?

I realize you're near the birthplace, but my 3.0 barely stays cool enough with that setup (and a similar cutout).

http://forums.pelicanparts.com/uploa...1128981568.jpg

Randy Blaylocks's "Here's a few pics of my wife's 73 track car. It has a 97 3.6 Varioram engine making 270 rwhp, built aluminum 915, 930 brakes, TRG/RSR suspension, 6 point 1 1/2 DOM welded cage etc... with a 36/64 weight distribution. The alignment settings are -3.2 camber and a little toe out front, -3.0 rear and a little toe in rear."

Alex's 1972 coupe....'95 3.6
http://forums.pelicanparts.com/uploa...1102380780.jpg