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 Post subject: Re: 944 S2 Repair
PostPosted: Thu Mar 30, 2017 5:50 pm 
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I would have had a moody and given up by now :( .


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 Post subject: Re: 944 S2 Repair
PostPosted: Tue Apr 11, 2017 9:43 am 
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Here we go again !
Got the 3 litre block back with the liners fitted looking very nice . The liners have been fitted further into the bore on this block due to the longer throw on the offset crank and not wanting the piston to come out the bottom of cylinder . This does close of the air passage between cylinders.
Also got the conrods back from having the bushing removed , against the words of doom from my engineer, and opened out to allow the larger piston pin to fit. I am just following the details of a build thread from our American friends who have had good results building engines like this .
Inlet plenum parts have turned up as well . On my other car I have the modified Supra plenum , but recently came across these plenums from an Aston Martin Vantage which will be removable from the back plate .I have two of these as one is to short for our intake runners and will have them joined together. The plenum holds 2.5L and having it slightly lengthened allows 3L of air capacity. And a 75mm throttle body from a mustang fits very nicely with slight modification for TPS.
Just got to wait for S2 head to be refurbed. This sort of thing is what takes the time .


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 Post subject: Re: 944 S2 Repair
PostPosted: Tue Apr 11, 2017 9:29 pm 
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Still looks like there's plenty of material left on the small ends. I'd have the windage ports machined back into the bottom of the liners though...


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 Post subject: Re: 944 S2 Repair
PostPosted: Wed Apr 12, 2017 8:18 pm 
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The windage port is still there , just reduced in depth as the liner is deeper in the bore . I can still just squeeze a finger between cylinders. Hard to see from photo.


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 Post subject: Re: 944 S2 Repair
PostPosted: Fri May 26, 2017 8:58 am 
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Pulled the engine stand into the sunshine last night and started building up this engine . It is quite noticeable the amount of material removed from the rod bearing surface of the crank (about 1/4 inch).
I will also have a moan about the man that invented spiral wrist pin locks . What a t**t. It took over an hour to fit these with two needed each side and the associated blood loss using a small sharp screwdriver to fit them . Just make one stronger one surely or a form of circlip as there is little lateral load on the floating wrist pin.
Bores are honed out to 55thou and with the very short skirt on the pistons I can imagine it will sound a bit like my golf Tdi till it warms up. Hope to get a lot more done the bank holiday.


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 Post subject: Re: 944 S2 Repair
PostPosted: Fri May 26, 2017 9:14 pm 
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Is that 0.0055" ie 5.5 thou ? was that your machinists advice or what the piston manufacturer recommended for use with the liners ?


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 Post subject: Re: 944 S2 Repair
PostPosted: Fri May 26, 2017 10:08 pm 
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Hi pauly , that is what my machinist recommended and I am using in the other engine. Piston manufacture guides were .0030 (NA) to .0070(Nitrous) so we are towards the upper end with .0055 .


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 Post subject: Re: 944 S2 Repair
PostPosted: Fri May 26, 2017 10:42 pm 
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I think your guy is right, at least 0.0055 with 4032 pistons, I'd rather have a short rattle at start up than one after a piston picks up. Same with the ring gap, slightly big is much better than none :( .


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 Post subject: Re: 944 S2 Repair
PostPosted: Fri Jul 07, 2017 7:55 pm 
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While the crank turned over nicely by hand , there did seem a point it became stiff if left for any amount of time .On measuring the crank insitu , found that there was a slight bend in it obviously caused when having the rod journal reduced . So removed it and sent it of to be straightened and had to have the main journals turned down to get it perfect . This involved selling a kidney to pay for the .25 oversize bearings although I did find OPC with discount £40 cheaper than the usual Porsche vendors.
While the crank was out I drilled and tapped the oil feeds to the balance shaft housing as running without balance shafts . Found you can blow air through while drilling to stop any swarf entering the block. As these have been blocked , I am using an adapter where the oil sender goes to get oil to the turbo and welded on some AN fittings to make life easier for the oil cooler. Also the inlet is finished. I have put up a photo of the modified Supra inlet from my track car to compare and you can see the space saving to allow a larger turbo . So back to building up the block.


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 Post subject: Re: 944 S2 Repair
PostPosted: Fri Jul 07, 2017 8:04 pm 
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Another little project in the back ground is a high reving 2.5 16v . But to do this will have to go dry sump. I cant afford the high prices being asked for dry sump kits but how hard can it be ? You can pick up a 5 stage nascar dry sump pump from the states for very little money and I have a slightly bashed around sump kicking around so started playing around with the sump pan .


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 Post subject: Re: 944 S2 Repair
PostPosted: Fri Jul 07, 2017 10:52 pm 
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Looking good. Did you have to bolt the sump to a block during the welding to stop it distorting?


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 Post subject: Re: 944 S2 Repair
PostPosted: Sat Jul 08, 2017 6:29 am 
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Hi Paul , yes sump bolted to spare block and the runners and back plate for intake were bolted to spare head while welded .


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 Post subject: Re: 944 S2 Repair
PostPosted: Sat Jul 08, 2017 6:12 pm 
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Hello Simon,

I'm guessing you're not dreaming this stuff up as you go along, what's your background?

Paul


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 Post subject: Re: 944 S2 Repair
PostPosted: Mon Jul 17, 2017 7:03 pm 
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Paul your first assumption is so correct , a total dreamer but I fortunately have friends with racing history who help me and laugh at my more absurd ideas !
Collected my clutch plate from Orca in Borden today . Took along the 930 disc I had and they used the sprung centre section to mate it to a sintered six puck outer . I have the same in the other car and it feels really good , not just on /off .


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 Post subject: Re: 944 S2 Repair
PostPosted: Tue Jul 18, 2017 12:56 pm 
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Good friends to have Simon. AFAIK my car is still on it's original clutch at 96k miles, so I'm interested in your setup for when I have to replace it.


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