Until Tom's
http://forums.pelicanparts.com/911-930-turbo-super-charging-forum/537664-2010-efi-hot-rod-odyssey.html I have tended to not participate in the online forums much. So I was unaware of the heartwrenching saga of the car's past 6 years.
When I first spoke to Lincoln about his 930, I was struck by all the modifications he had done. His build sheet sounded like a recipe with all the right ingredients for a streetable super-930.
Then we got to talking about the power, or lack thereof. It didn't add up.
We agreed to take in the car in the Spring when we were done with Tom's Uber930, to see if we can't figure out what's been going wrong and why the engine just can't hold together.
So without further ado... here we go.
Car arrives, running very rough, dripping, smoking.
Pull the lower spark plugs, and three look wet. Leakdown test results confirm this is effectively a 3-cylinder.
#1 spark plug wire is barely threaded to the plug connector. Same for #6.
A solid 30+ minutes to get the intercooler off. Several different types of fasteners, some obscured; hose clamps, Wiggins clamps, off-angle junctions; lengthy inlet & outlet pipes welded on. Probably an effective unit, but not executed with serviceabilty in mind.
There's metal shavings in the Tial blow off valve. Not a good start.
The first real
"WTF???" moment: who molested the Wilson throttle body, and who plumbed it?
- the upper port is boost reference, and is threaded and sealed with pipe dope -- plumbed to the FPR + BOV
(bad combination -- the BOV is a vacuum consumer, the FPR is not)
- the lower port is secured with epoxy -- plumbed for the MAP only
(good, except the port location makes it very sensitive to airflow over the throttle valve, so it's doubtful it got a good, repeatable MAP signal)
- the side port is pressed in and sealed with clear silicone -- boost source for lower port of Tial wastegate, and a hose going to the cockpit
(Motec boost controller wired up by bypassed, old Ruf knob behind seats atop center tunnel access cover)
Plus, the new throttle linkage severely contacts the intake manifold on the 1-3 side. Best case scenario: dangerous. Worst case: lethal.
Raise it up and drain the oil. Crankcase drain plug on the left, oil tank plug on the right.
Those are pieces of piston ring in the crankcase, plus a lot of metal filings. The sludge is mostly assembly lube, but some metal filings.
And the broken Matco 8mm allen socket? Snapped removing the over-torqued axle (CV) bolts.
Just guessing by the amount of torque it took to unbolt the sway bar drop links from the sway bar (I could hang on the wrench), they were probably installed with an impact gun, too.
A closer look beneath the engine and it only gets stranger and uglier.
"Gaskets: if 1 is good, 2 are better"
Why is a 964/993 cylinder head temperature sensor threaded into an adapter threaded into the old air injection port of the cylinder head?
Drop the engine out, and there's the shortened G50/50 from PMS.
Note the modified engine tins over the bell housing, extended on the top surface. That's because the Turbo gearbox is longer than the non-Turbo version, thanks to a larger diameter ring gear. So even though it's shortened, it pushes the whole engine aft by nearly 1 inch if you don't cut & modify the center tunnel. They didn't, and that meant modifying the rear engine mounts of the chassis, latch panel, and engine carrier crossbar.
