Got the motor out today.

Obligatory pics follow:

http://forums.pelicanparts.com/uploa...1327878470.jpg


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Two jack method to clear the shift rod.

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The kid appeared for her closeup.

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Hung it from the game scale. It wrapped it, so I think the full powerplant weighs somewhere between 650 and 700. Give or take. I'll hang the motor only from it once I have the tranny separated. The scale max's out at 550 lbs.

http://forums.pelicanparts.com/uploa...1327878815.jpg

Hal

So, the motor and the tranny are hopelessly stuck together. I can't get more than 1/8" gap between them.

I took out the starter and the four bolts - including the starter. I see nothing else holding it.

I used a porta-power for some additional leverage and it wouldn't budge. I also took out the one long stud that the starter motor uses just because I could.

It wiggles back and forth a little but it doesn't split.

I drove the car last weekend so the pilot shaft isn't frozen to the flywheel.

I soaked it in PB Blaster.

Any other ideas?

Have you moved the omega spring to over center position?
Sounds like the clutch fork is keeping it together.

Underneath the trans. bellhousing on the clutch throw-out mechanism remove the circlip and pull the small arm from the splines, This will allow the clutch fork to disengage from the throw-out bearing, , Hope this helps,

Lou

Yup. I shortcutted my way through that. All I did was cut the clutch cable with a grinder (aka "Rapid Disconnect Tool").

H

Cutting the clutch cable wont solve this issue. The Omega spring is keeping the clutch arm in the "engaged" position. Either use a big screwdriver and move the spring over center, or take the arm off as aero said.

Yup. I understand the problem. What I meant was, I didn't even look at that stuff, I just cut the clutch cable and kept going. Meaning that it didn't even occur to me until your guys posts at which point it became a forehead-slapper. Duh.

Thanks,

H

+1 on this. I had the same problem once. The shaft connecting the fork to the bearing rusted and the fork wouldn't completely disengage.

Done and separated. Thanks all.

:):):)

I need some help. I've been sitting here doing searches and I can't seem to find that one long thread on how to rebuild a 915. Can somebody point me to it?

Thanks,

Hal

this one?

Porsche Wiki

Wow. I was thinking of one on Pelican, but I think this might work. Thanks!

PorscheWiki, huh? Never would have found that...

H

So let's put this to rest. A 911 3.2 Carrera engine weighs:

****Drum Roll Please****

505 lbs.

Includes:
complete induction system
complete exhaust system including thermal reactor
a/c compressor bracket but compressor
half the hoses (I cut them all about halfway between the motor and the car - this is the half that stayed on)
oil was drained
supporting chains were zeroed out hanging on the scale
OEM style clutch (non-lightweight)

Here's the setup picture:


http://forums.pelicanparts.com/uploa...1328063437.jpg

Here's the closeup of the scale:

http://forums.pelicanparts.com/uploa...1328063478.jpg


Also, I got more parts from RH today.

http://forums.pelicanparts.com/uploa...1328063556.jpg

This is, from left to right:

Fuel pressure regulating fuel filter.
Oil Pressure sending unit with adapter
2 fuel line adapters - Chevy click type to hose and clamp type
Temperature sending unit and adapter
And, uh, a new one-hitter?

I honestly have no idea what that last thing is. I'm sure it will make sense in context.


Also, I got the front door service from Rennsport. Warren, who works there, lives near me so he just came by to grab it and see the project. Here he is throwing it in the back of his truck. He didn't even give me a chance to help him.

http://forums.pelicanparts.com/uploa...1328063843.jpg


Hal

Where do you live Hal?

Houston

I think Porsches leading engineering feat is not the cars, or how fast they are, or how responsive, or the sound the door makes when you close it, rather it's how they manage to make the smallest possible hole that the wiring loom will pass through - and only in a particular order. Sheesh.

http://forums.pelicanparts.com/uploa...1328308973.jpg

http://forums.pelicanparts.com/uploa...1328309011.jpg

The pic above shows the relays for the blower motor and the rear window defroster. Neither of these will be used.

The question I have is what are the 3 fuses for? I can't seem to locate them in the Bentley.

Below are pics of the loom. It actually wasn't that hard to remove.

http://forums.pelicanparts.com/uploa...1328309047.jpg

http://forums.pelicanparts.com/uploa...1328309077.jpg

Also, this arrived.

http://forums.pelicanparts.com/uploa...1328309308.jpg

Using Evans waterless coolant. 0 vapor pressure. Cool, huh?

H

HA! No joke right!

Here's the last picture of Porsche stuff on scales.

This is everything that was pulled off, except for a box of hoses and pipes and stuff. I estimate that at 35lbs.

This one shows 540lbs. It's the motor, oil tank and oil cooler.

http://forums.pelicanparts.com/uploa...1328399689.jpg


Two developments.

The transmission has been torn down and cleaned. I'll try to get out there and take pics of it this week. It needs the first gear slider and dog ring as well as all new synchro's. So it was in pretty good shape. The LSD was checked and appears to be working fine.

I was also told that the stock Porsche side plate is as strong as any of the billet side plates and thus, I didn't need to do that upgrade. This is the ultimate edition of the 915, it's from 1986. G-50's were introduced the next year.

I should have it back in a week or two.

Also got a line on an LS6. It's a 27k mi motor for $4300. That's all I know at the moment. I'll provide additional details as they become available.

H

Hello

I have just finished my ls1 conversion and i also weighed my old engine (2 bathroom scales) but it was a 2,4T engine with magnesium engine case but it weighed just 400 lbs (195kg) and the new ls1 was around 430 lbs + exhaust = 450 lbs. But with front radiator i think the balance still is good maybe even better than before. Have a nice day
http://forums.pelicanparts.com/uploa...1328521163.jpg
And here is a picture of the finished projekt
http://forums.pelicanparts.com/uploa...1328521414.jpg

Did that weight include the exhaust system onthe 2.4?

A lot of this is academic because it depends on the car you're coming from. 2.4's are obviouslyblighter than 3.2's and they're lighter than 3.6's. Also, turbo motors are heavier still.

But at least we're reporting numbers people can use to make they're minds up about whether they want to do this or not

H

Visited Rennsport this morning to take some pics of the gearbox and get an update.

It's in pretty good shape, overall. All it really needs is a new dog ring and slider for first and new synchro's. Should be a sub 2k rebuild. Yay.

Here's the pics.

The case was hot-tanked and put in their ultrasonic cleaner. It came out nice, I think. I was planning on painting it, but I may not, now.

H

http://forums.pelicanparts.com/uploa...1328638526.jpg

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http://forums.pelicanparts.com/uploa...1328638650.jpg

http://forums.pelicanparts.com/uploa...1328638689.jpg

Cool project. Will be interesting to see how the 915 holds up.

I don't think the 3.6 is heavier. the plastic manifold-ed versions lose the oil cooler and I suspect are actually lighter than 3.2. the varioram engines may indeed be more lbs.
not trying to be confrontational nor a no-it-all.

Doug

Agreed.

Once again, we're just collecting data. There's a wide variety of engine configurations that Porsche went through over the years and they all have different weights. Consider the weight of a carb'd 2.4 with race exhaust and fiberglass engine tin? That would be really light.

My goal is to provide at least one known valid reference point. I'm using race scales before and after so you'll be able to see not only the before and after weights, but also the balance. That's really the only thing that matters. The engine assembly weights are just incidental. I have a 550lb hanging scale, so why not use it, right?

We have a couple of guys that have put their cars on truck scales before and after and while that's not a bad reference, there's a greater margin of error in the scales because they're designed to weigh things that weigh tons and they don't give you balance info.

There's a few numbers running around the Internet for LSx engine weights, but I don't know where they came from or if they're accurate. Ditto for the 911 engines but with the added confusion of not knowing which engine or which configuration and what accessories are included.

I can't clear all that up, but I can report it accurately and completely for this build. And that should help people decide if they want to do this or not.

And I'm not confrontational by nature so I'd never take your comment that way, but it was nice of you to say that. Tone is a difficult thing to impart in writing. At least for me. :)

Hello again the 2,4 engine was weighed with the exhaust and i am also using a 915 gearbox from a 1982 911 3,0. I had it looked over and changed the 4 and 5 gear to change the top speed. Regards from Denmark

I have just found this gearchart i got when i got my 915 tranny fixed
http://forums.pelicanparts.com/uploa...1328905816.jpg
Maybe you can see carquip homepage. Have a nice weekend

Thanks! Also, I found this right here on Pelican.

Pelican Technical Article: 901 & 915 Transmission Gear Ratios

Pelican is a never ending resource.

H

The gearbox was finished last week but I was in DC and AZ so I couldn't pick it up until Friday.

Here it is in all its glory - all squeaky clean and shiny new looking.

I also stopped by Patrick in Phoenix and picked up a set of rear shock tower gussets.

It raised a few eyebrows as I carried them home in my roll-aboard but the TSA agent was a car guy so we were good to go.

H





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Got the gas tank out today.

http://forums.pelicanparts.com/uploa...1330291760.jpg


http://forums.pelicanparts.com/uploa...1330291795.jpg


H

So Hal ----> you're not putting that V8 up front are ya? ha ha

I was thinking id make it four wheel drive. One engine in back for the rear wheels and another up front for the front tires. ;)

H

The lump arrived today.

Here's the pics.

It took about an hour to get it off the pallet, stip the useless ancillaries, pull the wiring harness and mount it on the engine stand.

I'll be sending the wiring harness to RH today.

H


http://forums.pelicanparts.com/uploa...1330627729.jpg

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Can you "hide" the Corvette lettering (maybe replace it with "Cayenne" or something) ha ha

what LS block did you go with? LS1? LS3? LS6? What year is it?

Yeah, I'll probably not use those covers. If I do, I would buy new ones. They sell carbon ones on eBay without the logos. But I kinda mlike the look of the motor without them.

This is an LS-1 out of a 2003 Corvette. It has a drive by wire throttle, LS6 intake - which was stock - and wierd 339K Heads. The block casting number is 12550592.

I think the 339 head castings were GM test castings. I really have no idea of their performance or potential.

No matter. Once I get it in and sorted, I'm just going to start swapping parts anyway to make it go faster.

I'm anticipating 400hp at the wheels with the exhaust and intake system I'm putting on it and the tune RH is setting on the computer.

If it falls short, I've already spoken with my buddies over at Texas Speed and they have a nice little cam that'll get more like 450 or so.

I'm pretty excited. Turbo motor power for less than a standard rebuild with no turbo lag and big low end torque.

I also weighed the motor but forgot to take a picture. It came it at 440 with the a/c compressor, the starter and motor mounts on it. I'll weigh it again once I get it configured to go in the Porsche. I'll try and get it as similar in configuration as possible to the way I measured the Porsche motor.

And, I'll put it back on the scales when done. The aluminum radiator and RH gas tank are fairly lightweight pieces but I don't know how they'll compare to the weight of the stock gas tank. The stock gas tank was pretty heavy, you know.

H

Hi Hal,
I used a 2001 corvette motor in my conversion. One thing I got stuck on is the pulley system sits closer to the block than a camero setup. As a result, the alternator relocate bracket RH sends will not work.

They may have worked out a solution since then, but if not, the caddy CTS alternator and mount work perfectly, but it is a little expensive.

Good luck on your build, I am enjoying the posts.

Mike

Also, if it were me, I would swap the cam now. It is so easy when the engine is on the stand. A 10 or 15% horsepower bumb for a few hundred dollars and a couple hours of work ... priceless. :)

I went with a GMPP 'hot cam'. It puts my ls6 right at 450 crank hp (with headers and tune)

just curious, are any of these engine builds you guys are talking about street legal and smoggable? that's one concern I would have going this route. I need to find a blueprint that makes around 500 crank hp and can legally pass smog.

Packy,

In Texas if the car is 25 years old it doesn't need a smog test - only a safety test. Having said that, I'm pretty sure you could put cat's on it and leave the obd stuff in place and smog it perfectly well. Particularly if stock. I'm pretty sure a stock Corvette is a low emission vehicle. My reasoning is that if your antique Porsche motor can be made to pass a smog test, then a modern LS engine should be a piece of cake. Also, if you look at this board, there's dozens of people trying to do coil on plug conversions and efi conversions. Well, the 'vette motorcomes stock with all that, right?

Must. Resist. Scope. Creep. http://forums.pelicanparts.com/support/smileys/chix.gif:confused::D