Saving a 73 from the crusher...AGAIN

[wayner]

Sneak peek...
(and updated thread index)

PART II - Update
Page 1 - Post #14 - Life-ing parts
Post #18 - the flywheel
Page 2 - Going insidel
Page2 - Saving it some more!
Page 3
- Cam specs
- 2.8 RSR oil catch can
- RSR twin coil mounting
Page 4 - 2.8 RSR historical perspective
Page 5 - Waiting for parts, the 914 diversion
Page 6
- Still waiting for parts, the Franklin Expedition
- Pistons finally arrive!
Page 8 - Twin plug ignition install - part I, mounting the CDI boxes




Meanwhile, back at the ranch...
(not my ranch, I got bored and decided to help a friend at his ranch)

[wayner]

..

[wayner]

Ok, back home back to the 1973 2.8 RSR project, (Fresh twin plug 3.0 Carrerra engine pics coming soon.)

Meanwhile, preparing the engine bay for its arrival.
-Phase I of engine bay cleanup: putting all the parts in the right place (following factory 1973 2.8 RSR layout for guidance).

-Phase II will be removing all the part again and tidying it all up for reinstall (and making that wooden CDI mounting panel out of aluminum now that I have the dimensions correct.)

These pics show:
1) RSR oil catch can
2) RSR coil mounting console with coils temporarily in place
3)new CDI mounting console for the pair of MSD boxes (console bracket is prototype for now)
4) MSD AL2 boxes to drive the two coils

(Oh, and the prop rod to stop me from getting bonked on the head)

P.S.
I had to remove the fuel filter left over form when the car ran Mechanical injection.
I'll investigate a solution later but for now running carbs, I'll run a pair of smaller in line filters (unless someone tells me of a better solution).

[wayner]

I really like that you can find reproductions of the twin coil mounting console to weld in. Amazing the stuff that is available.

P.S.
The black coil is an MSD anti-vibration coil. I have a fresh pair of these.
The red one is my old regular MSD one and will be repurposed for another project soon, likely my 914 but it could end up on a hot rod pickup truck.

[911 tweaks]

nice to see more progress...)) how long till the "revised" hammer is back at your place...?
i for one can't wait to hear that sound clip...it will be heaven on earth............

[wayner]

Stay tuned

[wayner]

Here is a trick I used in order to figure out where to drill the mounting holes in the panel that I mocked up.

The problem is that the panel mounts to a stand off that is behind the panel, so how do you know where to drill the hole?

I had too many things in motion at once, so I could not easily takes accurate measurements, so instead I took a short cut.

After drilling one mounting hole, I fine tuned the panel to fit the space, and then in order to locate the other two holes, I inserted their bolts, smeared a dab of grease on their heads, and then place the panel in position over top. The grease marked the spot for the hole.

[wayner]

1) The panel mounts to the stand offs on the car with bolts through the panel into the factory stand offs and secured with lock washers .
2) Eight vibration isolators mount with studs to the panel secured with nylock nuts.
3) Each red MSD AL2 CDI box mounts to the vibration isolators using machine screws and lock washers (Four for each box, one at each corner.)

Now that the panel is in place, its time to remove it again and make the real one out of aluminum, and rather than using bolts for mounting my voltage regulator, I'm going to add rivnuts in order to make it easy to service.

(Here is a good thread on twin plug ignition. I will be following this advice so that I will be able to test each half of they ignition system upon startup, just like the airplane guys do before flight. I'd hate to have on half fail, not know it and burn piston.)

twin plug ignition switchs

Then, on to the wiring mess...

[wayner]

Well, big news. More pictures of the build. Just waiting for heads to come back from the machinist.

Meanwhile, before I reveal the full engine build, and since I am on the twin ignition part of this thread, this sexy beast needs some exposure:
(looks even better in person)

[Steve F]

That cap sure does have a lot of holes in it! More pics please

[iiXii]

nice project, more pics yeah !! :-)

[911 tweaks]

i luv these crumb by crumb and tease by tease posts by wayner... just makes me LOL... keep the suspense and drama coming WITH SUBSTANCE Wayner...)))

[wayner]

You can imagine how I feel!

Quiz:
What does Wayner and astronauts have in common?

Answer:
An incredible ability to deal with delayed gratification!

This thread is real time...and its driving me crazy!

Testing my "power to wait" ratio

[wayner]

Regarding the cap and distributor, some of the more astute viewers may recognize the part number on top of the distributor cap as ending in CW (clockwise)

I have a European 3.0 Carrerra engine which was originally counter clockwise rotation of the distributor. (The manufacturer make units in either direction)

I can't remember why we decided this at the time, but like the original RSR engines, mine will be clockwise rotation. (Ya, thats it, I'm a stickler for replica originality, that must be it )

Chris replaced the distributor drive gear as well as a few slightly worn chain tensioner gears "while we were in there."

[wayner]

[911 tweaks]

wicked awesome...!!!! PROGRESS IS ALWAYS GOOD...

[wayner]

Boat tailed...

[wayner]

We don;t need no stinking torque wrench!

(using a stretch gauge instead)

[911 tweaks]

nice... any mods to the crank ie knife edging, larger width bearings, cross drilled for better lubrication/oil flow, ect...?

[wayner]

I thought about going all out and ceramic coat the Pistons etc but while all those things are nice to do I have to keep it all in perspecrtive. As Chris said, I'm not running the 24 hour of Lemans.

I'm street driving it which is pretty non stressful on these engines and they don't see a lot of extreme heat in that situation.

Even my DE sessions are only 20 minutes including a warm up lap and a cool down lap.Plus, I have that big whopping secondary oil cooler up front.

He figures my engine should last me another 40 years the way "we" drive them.

He has almost that many on his street car and plenty on his race cars and customer cars that he has been building forever.

For endurance racing I'd make the investment but even stock rods are good for the rpm this engine/ cam spins to. While there is certainly advantages of all these modern techniques, I've been told by many engine builders that much of is overkill for most uses. That's the beauty of running a Porsche vs. some other brands. A lot of the stock stuff was already overkill for many uses

I've put the money on the things that are important from a durability stand point with some nice touches along the way

Plus while my engine didn't have a lot of hours on it, I did drive the snot out of it when I did, and upon inspection there was zero evidence of any shortcomings in the design.

P.S.
My own personal suspicion is that owners do much more damage "lugging" these engines that they do spinning them up into the RPMs. Think about it. Oil pumps and cooling fans are driven by rpm, and the fast you go, the faster they go, and the more volume they push.