Resto - Project Sixtyniner, part deux

[kenikh]

With all due respect to emptyo, I am going to coopt the Project 69er name from his famous thread, now that his project is complete. I will be cataloging the ongoing restoration of my '69S to give back a little bit to this great community.

Lots of you know my car and some of you know the story of how it went from beautiful running car to the state it is in today. As they say, all it takes is one thing and "while you're in there" syndrome takes over.

So what drives someone to take a car that looks like this:


To make a car look like this in a few short months:


To make a long story short, while driving to an event, my car decided to make a nice racket while going up a grade on I-5, the likes of which I'd never heard. Gravel in the crankcase is as close as I can get to describing it. When this happens, you pull over, say a little prayer, call the tow truck and get it somewhere to assess the damage.

Let's just say that I never thought a broken valve spring would require cutting off my RS flares and digging into a complete resto of my car! Well, yeah actually, I did, but you all know how it goes.

So the car has been out of commission since March 29th, 2008. Admittedly, I would have never dug into this project if I didn't already ahve this in the stable to keep me sane:



Anyhow, room has been at premium in the garage for quite a while, due to moving last year and only in the last few weeks have I found the space to get working in anger. The garage will continue getting organized through this project as I throw crap out, but now is the time to start.

My goal, however ambitious, is to get this car done and ready for the 10 year Anniversary of the RGruppe in SoCal this May. Wish me luck!

[kenikh]

When I was looking for a car, I had several things that were compulsory:

1. It had to be an 'S'
2. No red cars
3. No Flares

1 out of 3 ain't bad, huh?

So when I decided to buy this car the two things I didn't want were things I knew I could eventually fix: the car was originally silver (this was my first choice!) and flares, well, that's just a grinding wheel away from being half fixed!

Needless to say, the first thing I did after tearing the motor apart was to remove the RS flares.

So when garage space was low, I did what I could in the driveway. This was the result of a half days work on a summer Saturday:






Free from their captive state:


The whole thread of flare removing endeavor

And happily in place in their new home down under:

[kenikh]

That brings us up to the present. Here is the baseline view of the car:







Let the fun begin!

[kenikh]

Here is a quick test fit of my new (to me) 100 liter tank:

[kenikh]

There is also a new motor on the way for this car, so I can safely set the numbers matching '69S case aside. Here is the spec of the motor I am building now:

2.3L ST replica motor:

Fully detailed small spigot 7R case (shuffle pins, squirters, light mooning, every oiling mod known to man, etc) - at Ollie's now
85mm JE pistons @ 9.5:1 CR - have them now
'69S heads; ported by Dick Evelrude - have them now
Twin plugs (still debating which system to use)
DC44 cams (custom grind; .490 lift at both lobes; 102 deg lobe centers) - have them now
Titanium valve retainers - have them now
RARE 47mm 4-bearing cam carriers - coming back from Ollies this week
Nickie cylinders - have them now
Rebuilt 2 liter 'S' rods w/ ARP bolts - being rebuilt now
Cross drilled crank - with Jeff Hines now
Fully balanced internals - with Jeff Hines now
Fresh 930 oil pump, with full race chamfer on the internals by Supertec - have it now
rebuilt 2.4S MFI pump - have it now
52mm>38mm (taper bored) magnesium MFI stacks and match bored and rebuilt TBs - have it now
Lightened '69S flywheel - with Jeff Hines

Planned to be good for between 210 and 220 HP (crank) at 7800 RPM.

[kenikh]

The heads:

Sick flow and unreal velocity...ovaled, offset and 'D'ed ports, sick internal contours, you name it. These heads are going to make crazy power all over the powerband. This is what Steve Weiner and Dick Evelrude come up with when they get bored.

[kenikh]

Reposted from another thread to tie things together.

My MFI:

These TBs are the work of Aaron B, better known as "Burn-Bros" on this forum and of the twin plug dizzy fame. For context, this was an R&D project so don’t ask me if he'll do this kind of work for you, how much it cost or anything of the like. I want to give him credit, but at this point he wanted me to let everyone know up front that he isn't interested in soliciting work at this juncture.

Basic details. This MFI is for a 2.3L, modern take on a first generation 911ST motor. You've all seen my specs. You've also seen the heads, which were a major driver for the unusual bore spec for a motor this small. By unusual, I mean that these stacks taper from 52mm at the top, down to ~39mm at the throttle plates, through the irregular ports. The bottom line is that the entire intake tract acts like a tapered venturi from the top of the MFI, all the way to the valve surface. Air velocity of this set up is entirely against the laws of intuition - and equally eye popping.

Take special care to notice the irregular contours of the bottom of the TBs into the intake head bores. My heads have an irregular, custom shape and Aaron took the time to match taper these by hand for a perfect transition.

That said, time for the show!










The TB surface.


The port.

[kenikh]

More details; the custom spun aluminum trumpets:

[RWebb]

nice -- and good luck

what are the benefits by rpm range for each of:
1. ovaled ports?
2. offset ports?
3. and 'D'ed ports?

can you share some flow bench results rel. to "stock"?
+ 40%?
+ 10%??

[kenikh]

Originally Posted by RWebb

nice -- and good luck

what are the benefits by rpm range for each of:
1. ovaled ports?
2. offset ports?
3. and 'D'ed ports?

can you share some flow bench results rel. to "stock"?
+ 40%?
+ 10%??

Flow info...

The port shapes mentioned above refer to the flattened portions of the port and the fact they are not round. The engineering rationale are above my knowledge threshold.

[kenikh]

Woo hoo! My small spigot 7R case just came back from Ollie's! Pics to come! It had EVERYTHING done.

[RWebb]

congrats!
and thx for the graph - look forward to seeing it on a dyno

I don't suppose you want to tell us how many $$ per CFM ....

[cnielsen]

Wow, that motor is going to be impressive...no doubt!

Any special changes to the interior?

Lots to do if you are shooting for May, you better hurry...

[kenikh]

Not much progress, but there is a bit more eye candy that just arrived today. Here's my fully detailed 7R case - a 911/91 73.5T small spigot unit. Resized to standard, all squirters inspected, all new inserts, crank oiling mod w/main bearings to match, oil bypass completed, all holes spot faced, shuffle pinned, the works. Then it was cleaned in the tumbler for the ultimate in mag case shiny glory. This is THE case for building a small bore race motor. Enjoy!

[RWebb]

did you get it line bored?

or have them checked out?


as a CIS motor, I guess there wouldn't be much "pull" to distort it tho...

[kenikh]

Originally Posted by RWebb

did you get it line bored?

or have them checked out?


as a CIS motor, I guess there wouldn't be much "pull" to distort it tho...

I went ahead and had it resized (case halves shaved) then line bored to ensure PERFECT fit. Steve said that even if they measure in spec, you are rolling the dice and this motor doesn't have any margin for error.

[zithlord]

Kenikh, what a project, wow. Thanks for sharing this with us. Would it be rude to ask what the job on the case cost?

John

[kenikh]

John, PM sent.

[zithlord]

Got it, thanks! Good luck, keep us posted.

John

[onboost]

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