The Carnage. Don't look if you don't like ugly.
 

http://forums.pelicanparts.com/uploa...1060309271.jpg

Some people say I'm acting a little pissy these days. You wonder why?

Yes, I may be a moron, but what the hell happened?

Well, Milt used butter instead of Pam to cook with.

Sorry Milt, that hurts.


M

Hell, you're not the moron, I am!:D You just missed the first report: http://forums.pelicanparts.com/porsche-914-914-6-technical-forum/120439-motor-roasty-toasty.html
Anyway, it's exactly what I suspected. Pretty sure on the fuel starvation theory. That and lean and too hot of a day.

It's illegal to possess shuttle debris ...

Well Milt you are getting there, but I've done worse!!!!! (That's why I finally put in a six!)

Holley makes a sweet fuel pump. blue or red, one puts out greater volume. Summit racing sells them. i fed my big block Camaro with a blue
http://store.summitracing.com/default.asp?target=search.asp&type=bykeyword&searc htype=both&part=holley+fuel+pump&x=11&y=9

OK.OK, you were right.....melted the sucker, near as I can see...or detonated off the piston down to the first ring land.:eek:

uhh.. l o l..


M

Holley red - swap meet, 30 bucks. Rotary sound is cool when you first turn the key, too. More funny looks at the gas station.
You all know that though:)

Save yourself a headache and just pop for a six. In the long run it will be cheaper to build a high compression 2.2S with Webbers now, than rebuild that four-banger a couple more times ... which you know you'll end up doing.

Besides, you've got more wiggle room with a six.

Really. At $6000+ for a high compression rebuild, a grand for a core and about $3000 for the ancillary stuff like exhaust, sheet metal, flywheel, motor mount, oil tank and plumbing and another $1000 for MFI or Webers and you're going to tell me that I will save money over 2 more rebuilds? Unless you are contributing some of the components at much less than market prices, it can't be done. I think you are grossly misinformed. I had a six on the pallet right next to the car until I found out how nuch it was going to cost for a conversion. I'll sell the car before Im gonna throw another $10,000 at it.

BTW, the replacement piston is $45.00. A set of rings are $38. And a set of gaskets is $35. Shop labor for rehone, balance the new piston to the others and even drill and tap the oil galleys so I can make sure they are clean is all about $150. Double the cost of everything just to cover any contingencies, and you're at about $ 530. A six..........my ,my. :rolleyes: And what if I lunched the six? You think $500 is going to get me anywhere? :eek:

Milt is right, none of this is cheap and to do a six conversion into a race car is not a small task even if you do it yourself as he could do. With my car I still had to relocate the dry sump tank, relocate the remote oil filter, get several new braided oil lines, etc. I was lucky and found a built up racing engine that was too small for the owner and got it for a good price and he took all the carnage from the blown four for parts so I am not too bad off. Good luck with it.

A closer look for the masochists in the group.http://forums.pelicanparts.com/uploa...1060398618.jpg

It's meltdown time at the ol' race track. We vaporize aluminum at a nominal exhaust. Anybdy behind you suffer from Alzheimers now?

I don't know, I can't remember who was behind me.

Milt,
Really bummed for you man. Saw George the other day and said you were in. What's the plan of attack?

milt I bought EGT analyzer guage with 4 leads for my Motorhome (4 engines) that would work on your motor so you could see your fuel mixture on the go. aircraft quality $149.95 @ aircraft spruce & speciality Co in Corona.

Bernie

I'll say this about lots of guages. You better have your setup close enough to survive when you get to the track. You can make small adjustments between seesions. Otherwise, you don't have no frcikin' time to be looking at guages and thinking about what you see. You be plenty busy jsut drivin'. I look up in the mirror on any short straights and on the long ones maybe get a chance to glance at guages if no one is on my tail.

I would think you would dial in your set up before you go racing with a test session where you can give your guages some attention? we used tpo have the driver run a hard lap then coast in so we could read the plugs, but that was before you had all this equipment.

Bernie

This damage was caused by nothing more than an out of tune engine, or a mechanical failure somewhere up stream....Be it a starving carb or wacked out dizzy.

This can be avoided with good instrumentation.

As for a conversion, the TIV can provide 160BHP and be driven without issues like this, if it is done right, with the right recipes.

Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com

It was the butter, wasn't it?


M

This WAS a test session. You think I can have the track to myself, Bernie? Oh, no. Not at $3500 for a week day. You will always have some traffic. Besides, you DO have to look at the track. It goes by pretty fast at even the speeds these cars can do. I rode in a Z06 with an instructor which was regularly hitting 140. He was a busy man. You need a setup from the dyno, me thinks. I went out there right out of the box. I relied on advice for jetting. Funny how when you go back to your sources, they say, "Oh, well if you do this (race gas), or this (larger venturis), you should have gone 3 sizes larger. Thanks. I know that now.

But, in the end, Jake is right. There is an isolated problem. Just haven't been absolutely sure of what it is. A few therories and a few improvments will eliminate most problematic sources.

At this point, if I had to bet, I would say that:
1. The fuel pump was inadequate
2. The main jets were too small
3. The no. 1 main jet picked up a bit of debris in the float bowl and clogged.

That's a lot to be/go wrong at once.

Evidence shows that if the no. 1 piston hadn't burned, it would have been just a matter of time (short) that something else would have failed.

While we were blowing engines "testing", we put a video camera and recorder in the car so we could watch the guages. At Willow, the only time the driver had a chance to read was on the straight unless he was being gunned down.

I've gotta chip in and agree with Milt and Ron...instrumentation isn't gonna do squat in a "test" environment like this. 125° track temps and pedal-on-the-floor speeds the whole lap.

I have been advised to get a 914-6 triple gauge in the main dash panel just to make it that much more feasible (split-second) to look at my instruments: I currently have VDO gauges in the radio area. At a buck-ten and higher you just don't seem to have time to stare at the dash much...

Of course a dyno environment seems to make a whole lotta sense. Anybody know of a good, affordable dyno around here BTW? I need to do some serious carb and ignition tweaking one of these days.

Sorry again about the meltdown Milt. Hopefully next time out will be cooler and less expensive/frustrating!

Chris; I just used a dyno shop in Reseda on Hart St. Strictly Dyno (818) 345-3121. $75 for three pulls with a printout of each.

Thanks Andy, that's not bad at all and pretty close to home too!