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Swapper and Ruiner
 
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Join Date: Oct 2009
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Got the motor out today.

Obligatory pics follow:









Two jack method to clear the shift rod.









The kid appeared for her closeup.






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.



Hal
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Old 01-29-2012, 03:20 PM
  Pelican Parts Technical Article Directory    Reply With Quote #41 (permalink)
Swapper and Ruiner
 
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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?
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Old 01-29-2012, 03:36 PM
  Pelican Parts Technical Article Directory    Reply With Quote #42 (permalink)
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Have you moved the omega spring to over center position?
Sounds like the clutch fork is keeping it together.
Old 01-29-2012, 03:47 PM
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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
Old 01-29-2012, 03:49 PM
  Pelican Parts Technical Article Directory    Reply With Quote #44 (permalink)
Swapper and Ruiner
 
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Yup. I shortcutted my way through that. All I did was cut the clutch cable with a grinder (aka "Rapid Disconnect Tool").

H
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Old 01-29-2012, 07:29 PM
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Quote:
Originally Posted by not_hans_stuck View Post
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.
Old 01-29-2012, 08:24 PM
  Pelican Parts Technical Article Directory    Reply With Quote #46 (permalink)
 
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Swapper and Ruiner
 
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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
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Old 01-30-2012, 06:46 AM
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+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.

Quote:
Originally Posted by aerodyn930 View Post
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
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Old 01-30-2012, 12:15 PM
  Pelican Parts Technical Article Directory    Reply With Quote #48 (permalink)
Swapper and Ruiner
 
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Done and separated. Thanks all.

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Old 01-30-2012, 03:26 PM
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Swapper and Ruiner
 
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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
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Old 01-30-2012, 03:42 PM
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this one?

Porsche Wiki
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Old 01-30-2012, 04:46 PM
  Pelican Parts Technical Article Directory    Reply With Quote #51 (permalink)
Swapper and Ruiner
 
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Wow. I was thinking of one on Pelican, but I think this might work. Thanks!

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

H
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Old 01-30-2012, 04:47 PM
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Swapper and Ruiner
 
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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:




Here's the closeup of the scale:




Also, I got more parts from RH today.



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.




Hal
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Old 01-31-2012, 06:38 PM
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Where do you live Hal?
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Old 01-31-2012, 09:21 PM
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Swapper and Ruiner
 
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Old 02-01-2012, 02:38 AM
  Pelican Parts Technical Article Directory    Reply With Quote #55 (permalink)
Swapper and Ruiner
 
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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.





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.





Also, this arrived.



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

H
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Old 02-03-2012, 02:53 PM
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Quote:
Originally Posted by not_hans_stuck View Post
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.
H
HA! No joke right!
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Old 02-03-2012, 04:32 PM
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Swapper and Ruiner
 
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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.




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
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Old 02-04-2012, 04:07 PM
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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

And here is a picture of the finished projekt
Old 02-06-2012, 01:45 AM
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Swapper and Ruiner
 
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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
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Old 02-06-2012, 05:05 AM
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