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More case bits installed.

Oil galley plugs installed with green loctite.



Chain ramps installed.




Oil pressure relief springs, pistons, and plugs.




Rear main seal installed flush. This one was a bit tricky to install because its so large. I put it in a ziploc bag and threw it in the freezer for a few hours. The OD shrank enough to be able to get it halfway in with finger pressure. I gently tapped it flush the rest of the way with a wooden dowel.



Came up on a NOS manual from a fellow Pelican as mine was missing when I bought the car.

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Jose - 1983 911SC Coupe
Old 07-02-2017, 02:24 PM
  Pelican Parts Technical Article Directory    Reply With Quote #81 (permalink)
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Threw a batch of small parts into my trusty Harbor Freight ultrasonic cleaner to get all them spic and span. Case oil thermostat, breather tower, and the sump drain plate.



Thermostat cleaned up nicely.



Heated it up in a pot of boiling water to see if it opens. Looks like it works just fine.



Proceeded to pop the thermostat in, along with the breather tower, and oil pressure switch (with epoxy bead) to complete El Triangulo De La Muerte. Also tested that CIS temp switch on the breather tower to make sure it works.



Proceeded to install steel head studs all around.



Mandatory crank spinning video.

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Jose - 1983 911SC Coupe
Old 07-02-2017, 02:50 PM
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These beauties came back.



They went from this:



To this:



Nikasil plated bores on my original KS Alusil cylinders. My respects to professionals. They are truly masters of their craft.

Now I am off to measure cylinders, pistons, and rings for all respective diameters and gaps...
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Jose - 1983 911SC Coupe
Old 07-02-2017, 02:57 PM
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Coming up for air. This thing has sure challenged me but it hasn't killed me...yet.

Did a bunch of dimensional checks: piston weights, piston diameters, cylinder roundness, ring end gaps, piston to wall clearance, then paired the right piston for each cylinder based on clearances.



Ultrasonically cleaned the pistons in case there was crud in places I couldn't see.



Installed rings.



Big valves up.



Clocked rings and installed pistons in cylinders using a tapered ring compressor (which by the way is awesome).



Done.

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Jose - 1983 911SC Coupe
Old 11-07-2017, 09:06 PM
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Decided to clean my old CIS pistons just for kicks and I found a surprise under all that carbon build up. Valve prints! This old engine must have had a tensioner failure at some point, or an overrev which caused the pistons to tag the valves.



Sent my cruddy old heads out to get rebuilt and they came back like this.





Checked deck height and piston dome to head clearance.



CC'ed the heads.



Bought the fancy circlip injector tool and JE circlips.



Installed one JE clip after an insurmountable amount of effort. I launched one into orbit before getting this one to seat into the groove with the loudest SNAP! I have ever heard from any kind of c-clip


Even though it was super strong I didnt like how most of the clip diameter was outside of the groove. Seemed to me like if the loads at high RPM were strong enough, the wrist pin could push the circlip right out. I tried a Genuine Porsche circlip next and it fit a bit better into the groove but was still mostly proud of the groove.



I got ahead of myself with the circlip tool and popped in one bank of clips.



I lost a bit of sleep that night thinking about the circlips. Next day I popped an OE one into one of my OE pistons and noticed that exactly half the clip was inside the groove and half the clip was outside the groove. It seemed like this was the best way to make sure those little buggers didnt come flying out without my permission. At least compared to either of the configurations I had tried. Also the OE piston had a round circlip groove for a round wire circlip and my JE pistons had square grooves. Big red flag that I noticed a bit too late.

After consulting with an expert I decided to send in one of my pistons to JE so they could tell me what the right circlips were for this job. I had to send in a physical piston because mine dont have part numbers on them.
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Last edited by 2jmotorsports; 11-07-2017 at 10:08 PM..
Old 11-07-2017, 09:47 PM
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JE set me up with the correct clips, which turned out to be spiral locks for these particular pistons. These fit much much better and half the lock height was seated all the way down in the square groove and half the height was above, holding the wrist pin in place. I feel much better about these staying put.



I had to remove the bank of pistons and cylinders I had previously assembled with the wrong circlips and replaced them with the correct ones. I am now a circlip removal expert. I guess the lesson here is to make triple sure you have the right parts for critical assemblies like this!



Thankfully after that whole ordeal, I was greeted with something that is starting to look like an engine.





Sent my cam towers to get cleaned up and tapped for threaded spray bar plugs.





Before installing the heads and cam towers I need to install the cylinder air deflector tins. They are solid but have some flaky paint and surface rust which is strictly forbidden on this build.

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Jose - 1983 911SC Coupe

Last edited by 2jmotorsports; 11-07-2017 at 10:13 PM..
Old 11-07-2017, 10:01 PM
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Tried to sand them and quickly gave up. Sanding sucks.



Luckily I have managed to locate a sandblasting cabinet.
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Old 11-07-2017, 10:05 PM
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Great thread and pics, keep going!
Old 11-08-2017, 01:04 AM
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nice!
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Regards, Flo
79 SC - Frankfurt, Germany
visit me on www.facebook.com/911garage
Old 11-08-2017, 01:23 AM
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Wonderful thread. Your documentation is enviable.
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Old 11-08-2017, 07:31 AM
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This is an epic rebuild. Thanks for sharing with wonderful details.
Old 11-08-2017, 08:16 AM
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Quote:
Originally Posted by 2jmotorsports View Post
Wonder how the tin would fare if plated with zinc or comparable?

Plating is cheap but I don't know how heat impacts it.
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Old 11-08-2017, 01:24 PM
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Quote:
Originally Posted by 2jmotorsports View Post
Just a cautionary note. When torquing the cam towers have the cams slid into the bores and make sure you can still spin them when torquing. This is not big news.

However, I was surprised at how little torque it took on a single bolt to "wonk" the towers out of alignment causing the cams to not be able to turn. It was a tedious process with about 5 ft lbs of torque applied per bolt on the pattern.
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Old 11-08-2017, 01:32 PM
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What is your engine assembly lube flavor of choice.
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No physical quantity completely explains its own existence
Old 11-08-2017, 02:30 PM
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Your thread inspired me to build this... Successfully. just so I could follow... And yet I still would not have 1/2 the talent to do the real thing ;-)



Please continue (like you have a choice now ;-)
Old 11-08-2017, 02:52 PM
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Quote:
Originally Posted by lvporschepilot View Post
What is your engine assembly lube flavor of choice.
I chose Liquid Moly LM-3010 only because that's what was in Wayne's book.

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Old 11-08-2017, 03:27 PM
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Quote:
Originally Posted by Bob Kontak View Post
Wonder how the tin would fare if plated with zinc or comparable?

Plating is cheap but I don't know how heat impacts it.
Good question. I am not sure either. I was going to go with a VHT black. They wont rust and no one will see them until the next teardown. The engine tin will go out for powdercoat so they turn out nicer and more robust.

Quote:
Originally Posted by Bob Kontak View Post
Just a cautionary note. When torquing the cam towers have the cams slid into the bores and make sure you can still spin them when torquing. This is not big news.

However, I was surprised at how little torque it took on a single bolt to "wonk" the towers out of alignment causing the cams to not be able to turn. It was a tedious process with about 5 ft lbs of torque applied per bolt on the pattern.
Thanks for the tip! I did see that you are supposed to test fit the cams afterward to make sure they spin freely but didnt think to leave them in during the torquing. I will try that while sneaking up on the full torque.
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Last edited by 2jmotorsports; 11-08-2017 at 03:38 PM..
Old 11-08-2017, 03:32 PM
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Love your attention to detail! Thanks for sharing.
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1972 911T/S MFI Survivor
Old 11-09-2017, 04:48 PM
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Head CC Measurements

Great work and attention to detail.

Could you post the results of what you found when you CC'd the heads?

My 3.2L head volume / combustion chamber volume measurements came in at:
- Head #1: 92.4cc
- Head #2: 92.4cc
- Head #3: 92.0cc
- Head #4: 92.2cc
- Head #5: 92.8cc
- Head #6: 92.6cc
Measuring Head Volume / CC's / Compression Ratio

The above measurements when combined with the JE 9.5:1 pistons - came in at a measured 9.3:1 CR (a little lower than what I was shooting for). Never really figured out why my heads seemed to measure larger than normal - and I had a hard time finding what "normal" / standard should be for the 3.2L heads (lots of info out there, but never found anything definitive).

Keep up the good work - you're making me wish I had bought an ultrasonic cleaner…

Thanks for posting.
Gordo
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Old 11-09-2017, 08:10 PM
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Quote:
Originally Posted by Gordo2 View Post
Great work and attention to detail.

Could you post the results of what you found when you CC'd the heads?

My 3.2L head volume / combustion chamber volume measurements came in at:
- Head #1: 92.4cc
- Head #2: 92.4cc
- Head #3: 92.0cc
- Head #4: 92.2cc
- Head #5: 92.8cc
- Head #6: 92.6cc
Measuring Head Volume / CC's / Compression Ratio

The above measurements when combined with the JE 9.5:1 pistons - came in at a measured 9.3:1 CR (a little lower than what I was shooting for). Never really figured out why my heads seemed to measure larger than normal - and I had a hard time finding what "normal" / standard should be for the 3.2L heads (lots of info out there, but never found anything definitive).

Keep up the good work - you're making me wish I had bought an ultrasonic cleaner…

Thanks for posting.
Gordo
Oooh someone to compare notes with! Here's my 3.0L head cc results:

- Head #1: 88.1cc
- Head #2: 88.4cc
- Head #3: 88.1cc
- Head #4: 88.1cc
- Head #5: 88.2cc
- Head #6: 89.5cc

I am having trouble calculating my CR because I "eyeballed" TDC when I measured deck height. I may go back and re-measure it while setting TDC with a dial indicator. Maybe. Im getting kind of tired of all the precise measuring.
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Old 11-10-2017, 12:26 PM
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