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

http://forums.pelicanparts.com/uploa...1328638567.jpg

http://forums.pelicanparts.com/uploa...1328638608.jpg

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





http://forums.pelicanparts.com/uploa...1330208488.jpg


http://forums.pelicanparts.com/uploa...1330208525.jpg


http://forums.pelicanparts.com/uploa...1330208558.jpg


http://forums.pelicanparts.com/uploa...1330208585.jpg

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

http://forums.pelicanparts.com/uploa...1330627790.jpg

http://forums.pelicanparts.com/uploa...1330627889.jpg

http://forums.pelicanparts.com/uploa...1330627920.jpg

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