Not to diverge too far off OP topic...
Quote:
Originally Posted by 911pcars
What is Emory doing on his engines now? Just wondering.
Sherwood
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He now has 2 options, both designed in collaboration with Rothsport. A carb model and an EFI model. Custom cases based on 964 with 2 cylinders lopped off. Buddy having driven the EFI version said their are INSANE especially in the light cars.
In his words: $325k + the wait to buy an emory today is worth every penny, and look, one sold on BAT yesterday for $500k. But the wait...
Quote:
Originally Posted by 911pcars
The last Mg crankcases appeared in 1976, thus there may be issues with a Mg case at this time in history. Perhaps a machine shop can inspect for potential return-to-spec machining. Or get a hold of a rebuild menu from an engine machine shop to get an idea of potential cost.
Here's a link to Ollies:
Home Page
Sherwood |
Yes that's right. You have to have a good core. I picked up mine here (the car has a 77 7R in it, which I'm just running, it's stock with webers now and SSI). I paid more but the case and everything are really nice, and looks like it already has case savers. It's off to ollies yesterday for measurement and evaluation on all machine work. I have a thread going on rennlist on the build...
Quote:
Originally Posted by Jeff Higgins
Lots of guys running hot-rod 2.7's up here in the Pacific Northwest. Great motors once all of the "known issues" are sorted, which we typically do when hot-rodding them. Perfect fit for an early lightweight hot-rod. Rev-happy and fun.
I have to admit that this thread kind of caught my eye. Reason being that we have a member of my little hot-rod 911 club that has recently spent some buck$ on a hot-rod 2.7 build. He had Peter Dawes (who worked for/with Jerry Woods for some time) build it. Street motor, 10:1 compression, what appear to me to be (from his build photos) a stock crank and rods, stock-ish port sizes, unknown cams, PMO throttle bodies and some form of EFI. And - wait for it - 287 horsepower. At the wheels. 
I only mention this to emphasize that we must be realistic. One eighty-seven is realistic. We cannot spend our way to the kind of power this guy claims, no matter how hard we try. That's decidedly hot 3.6 territory, and even then, it takes a pretty good one. Keep your expectations realistic, understand what you are working with, and you won't be disappointed. 2.7's are great good fun when built right, and we all know how to do that - there are no secrets. Or magic... |
287 wheel seems quite optimistic. I'd be happy with 250 crank at a reasonable redline.
I think the magic on this (if you can call it that) is using modern induction / EFI systems with lots of inputs and controls (like dual lambda and knock, etc) to control and allow great running in all conditions. For me, this is a big driver of doing a build as I'll run the car up from sea level to 7k+ feet and well, the fun zone is up over 5k and you know how carbs start to behave outside of their tune range. Call it character, I call it annoying.
Given my car weights 2100 lbs, skinny, 71T that 'looks' stock, this should make for a fun little sleeper hot rod. Unfortunately this will also mean some trans work, and like a set of 7R with a 215 squeezed in the back. Rest of chassis is sorted.