Lotta questions. I guess that's better than a "Ho Hum"
The engine is (again) a 2.7L. 9.7:1 Shasta pistons, Solex cams, Webers (natch), and enough port polishing to smooth out the bumps.
The case was line honed, had case savers installed (Timecerts down in the bowels),decked and squared. Latest Divilar studs, all the valve springs replaced along with all intake valves during the head rebuilds.
I bought the engine (long block) as a bit of a gamble.
It had been rebuilt and stuck on a shelf for 9 or 10 years. During tear down, I found it had RS spec. P/Cs.....whoopie....in spec, no less. I sold the pistons and that alone recouped the price of the long block.
I spent around 4K on this free engine.....
doing the rebuild assembly myself. First 911 motor build and yes, I was sweating blood when we lit it off .
Still fine tuning (or fine fumbling) but it does run strong.
At an autoX couple weeks ago, I did a soft launch (901 trans, ya know) then nalied it.
At around 5000 the rear tires lost traction
(225 50 Kuhmo V racers)and we did a step sideways....just like my 409 days.
The wheels are BBS....7 X 15. Kumho Victor Racers, 205 & 225 50s, S front calipers, stock rears.
Oil cooler in the nose(i'll throw in a pic of it for practice), Troutman thermostat.
Can't seem to get the temps over 190 deg.
Used every trick I could find to keep the temps down and may have gotten carried away.
I have heard all the stories about the 2.7L
reliability and decided all of them were heat related. Since the 911 motor tends to run hotter (CW) in the 914, I really went after this aspect.
Prolly missed something here, but I ain't hard to find and will talk 914 stuff till your ear falls off.
JPIII
[This message has been edited by J P Stein (edited 07-30-2001).]