3.2 Engine Rebuild Pages

Removing the 2.7...and goodbye to a great engine tutor

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3.2 core as acquired April, 02'.................................2.7 with 3,000 rebuild miles destined for 914-6.

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2.7 removed for new home in 914'................................... 3.2 disassembled for complete rebuild.


3.2 Engine Assembly Progress 6/07/03

Case was split and all bearings, crank surfaces checked to be in spec. Turns out that only counter shaft bearings had to be replaced. Crank was in great shape. The engine looked bad sitting, but was actually in very good overall condition.

New rod bolts from ARP will be installed and all new steel Porsche headstuds.

The assembly of the case was performed by Wicky Lawrie at Renn Tag Motorwerks in Nashville.

 

 

 

 

 

 

 

 

This engine core was from a 1984 Carrera. Mileage was unknown as well as no documentation for maintenance. These conditions forced the splitting of the case to determine overall condition of engine internals.

 

 

 

 

 

 

 

As these photos show, the engine cleaned up perfectly. The measurements of the crank and the condition of the bearings revealed that this engine had been maintained and was in excellent overall condition.

 

 

 

 

 

 

 

All non-case related parts (engine sheetmetal, deflectors, engine mounting hardware, cam covers, etc.) have been cleaned to the metal and painted. Cam and valve covers were coated with textured paint and baked.

 

 

 

 

 

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JE 9.8:1 pistons were chosen to accommodate the Jerry Woods GE-60 cams. The original Porsche squish-dome pistons would not work with the lift created by the GE-60 cams. Originally, the plan was to twin-plug the heads and run dual spark plugs, but the cost of the ignition componentry and availability of information curtailed that plan rather quickly. Also, 9.8:1 compression should still be safe for pump gas. Jerry Woods valve springs and lightweight retainers are also installed in the heads.

The rods were resized on both ends with new busings installed. They were balanced and re-installed with new ARP rod bolts

 

 

 

 

 

 

 

 

 

 

 

 

Just before buttonimg back up...Note the new distributor drive gear. It is a reverse one; a 930 part number. The distributor had to be locked since I'm using an MSD timing computer.

 

 

 

 

 

 

 

 

 

 

 

The JE 9.8:1 pistons. Last look before closing up and ultimately firing up.

 

 

 

 

 

 

 

 

 

 

 

 

The case back together and ready for induction/exhaust.

 

 

 

 

 

 

 

 

 

 

 

 

 

The fan, fan housing, and alternator are installed as is the distributor. The carbon fiber shroud required some precision trimming and fitting, but looks great installed.

The headers are temporarily installed for test fitting of all parts. They are not chrome...sterling ceramic coated for longevity and better heat dissipation. PMO carbs are to be installed next for final trimming of shroud.

Wrinkle finish paint (baked on) adds nice texture and contrast to carbon fiber and fan housing. Also dissipates heat better.

 

 

 

 

 

 

 

 

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PMO carbs are temporarily installed for final trimming of shroud.

This induction system is absolutely magnificant from the box. The 3.2 engine is right on the border line of using either 40mm carbs or 46mm. With the GE-60 cams and headwork, PMO recommended the 46's.

The kit includes everything needed for a complete installation. I'll include tuning details once the engine is started.

Details on PMO carburetion systems can be found at:

http://www.pmocarb.com/

 

 

 

 

 

 

The PMO's with linkages connected. The kit includes watershield air filters. They will be installed after the engine is in the car. Until then, clear tape is covering the air horns to keep foreign matter out of the carbs and intakes.

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The move to Atlanta set the project back a few weeks...But the new engine met the old (but reworked) 915 transmission on August 16, 03. The next weekend, the combined components were installed in the chassis. In this photo, the carbs are not installed to allow working room to attache the MSD ignition box and timing computer to the firewall.

The ignition needed a space away from excessive heat. The timing computer (box on right) needs room for a small screwdriver to adjust initial advance and slope. So an aluminum plate was fabricated and mounted to the firewall. The units are test mounted here and have not been wired in yet.

 

 

 

 

 

 

 

 

 

 

The exhaust system is mounted. Both components (headers and muffler) are ceramic coated by Jet Hot. We'll see if they keep the color and avoid rusting.

09/10/04 update...

Headers and muffler show no rust or deterioration.

 

 

 

 

 

 

 

 

 

 

 

 

The big day was September 14. Everything was connected and after running the fuel pump to be sure there were no leaks, it was turned over several revolutions to get some oil flowing. The coil was connected and in a couple of revs, it fired up. Ignition and timing still have to be dialed in, but it ran smoothly.

 

 

 

 

 

 

 

 

 

February 1, 2004

Oh well, one last tweak...With all that black in here, it looked like a little color wouldn't hurt.

 

 

 

 

 

 

 

 

 

 

 

 


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As of January 17, 2004 the engine has been driven about 1,000 miles. It gets better every drive and although not pushed to the full capability yet (maybe around 2,500-3,000 miles) it is a definite kick. PMO has been a real partner in assisting with the fine tuning of the carburetors. If you are considering a switch from MFI or worn Webers, I highly recommend these carburetors. The customer service that goes with a PMO purchase is excellent.

09/10/04 update...All is well. This new engine has clocked about 2,500 miles now and has seen some serious throttle. It's a pleasure to drive and pulls strong right up to 7k (our limit thusfar). Tires are asking for some leniency but sometimes you just can't help it.

Thanks for visiting...

Jack