teveo,
Sorry you didn’t get more response on
http://forums.pelicanparts.com/911-engine-rebuilding-forum/454527-help-identify-my-engine.html
‘
Frisinger as a "Historic racing part"’ is comical as almost
every 911 from ’68 to ’77 used that cover.
There must be thousands of those ‘never-fail’ parts setting around.
To review:
No engine number, type number or build number
Case casting dates: left 6/67, right 5 or 6/67 (June 1967).
Case casting numbers: left , right 901.101.102.0R
Parting numbers 971
11/73 head dates, (2.7 CIS?)
iron cylinders, (84 mm 2.2-2.4T?)
Mag chain covers and housings (original or update?)
Large cam oil fitting (original or update?).
Mag lay-shaft cover (indicating lay-shaft bearing shells mod?)
These questions are important to determine when Porsche changed (undocumented) the case to accept the later chain housings.
Please post some images of your clutch(s).
It still isn’t clear to me what you have.
“
I think I have a complete 245mm fan setup from 81SC, using that pulley was a good idea, I never thought about that but it would spin faster then. ”
Yes, that ’81 911SC fan will turn faster than your existing (red) fan.
You can turn it even faster (two steps) by using your ’81 911SC crank pulley and
faster yet using a crank pulley from a ’78-’79 911SC (and more).
While it is important to have these fan options, you should plan from the start the car with a front oil cooler.
This is an interesting ‘collage’ engine built from lots of different-year parts.
I have concerns seeing the iron cylinders.
It would be unusual for the engine to have 2.2S pistons and not Biral cylinders.
My concern is that it has the heavy cast 2.2T pistons in an engine you intend to race and turn some serious rpm.
Damaging (or worse) that crankcase is not something you should risk.
I recommend you properly go through the engine.
Not only may this save an expensive ‘oops’, but it will let you tailor the performance to your use.
You know how well it has performed in your ’71.
It can only get better.
Something to consider:
An original ’67 no-number case is VERY valuable.
You might consider selling it for ‘big bucks’ and using another case for the track.
Transmission:
Number 238130
Type 902/1
Casting date 10/67 (10th week 1967)
All of the gears should have dates, matching numbers and manufacturer’s mark.
What are these numbers?
What is the VIN of the 912 this came from?
What is the chassis build number (next to radio opening)?
"
I will use double bendix pumps in the car."
Double pumps are probably not necessary.
Since you will be installing a safety fuel cell, part of that should be a circulating fuel system.
This maintains cool fuel at the carburetor fuel intakes, returning unused fuel to the tank.
Since your chassis only has a single fuel pipe in the tunnel, you can use the opportunity to install two new pipes with proper size and screw-type fittings.
Critical is to use continuous pipes with no fittings in the cockpit.
All of this is in the context of building the chassis into a safe, reliable and competitive track car.
Use the opportunity in rust repair to build a very good chassis.
You have the advantage over the 1967 Porsche engineers of more than 40 years of experience and advances in technology.
There has been a lot of Pelican discussion of roll cage design and integrating all the systems.
In addition to the “safe, reliable and competitive” you can add ease-of-use, repair-ability and more.
One philosophy I espouse is: “If it isn’t there, doesn’t weigh anything, didn’t cost anything, can’t break, and isn’t in the way.”
The ‘KISS’ principle.
You have some of the word’s best chassis builders, engine builders and race experience available here on Pelican.
Use them for your race benefit.
Best,
Grady