Engine and Trans Rebuild Underway – Update 19 September 2012

UPDATE – 19th September 2012

Big day today.  Had the phone call from Phil that the motor and gearbox was ready to install.  I couldn’t organise the tow truck quick enough.  Looking at the motor I remembered back to earlier days, seeing work like this and dreaming that one day I’d be putting one of those into my car.  About a week from now I hope to be driving it.

 

UPDATE – 27th August 2012

Nearly nearly nearly….  This is the most exciting part of the whole project.  The motor and gearbox is virtually finished.  Get ready for another update in mid September.  I expect that this will be photos and videos of the complet and running car.  27 months in the making.

Just needs carbs and muffler

I’ve seen so many nice engines – it’s hard to believe mine is one of them…

UPDATE – 22nd May 2012

Bottom end together

Stay focused. Look at the engine…..

Some time has passed since updating this post but there is definitely some major progress being made.  It’s now a race to have the bodywork finished so I can re-assemble and get down to the mechanic for the install.

As you can see from the pics the assembly process is still in it;s early days but all the prep work is pretty much done.  Bottom end is assembled – fortunately the crank and case were OK.  One of the bearings was on the way out but we caught it in time and according to the mechanic it is now ‘perfect’.  These are words I definitely want to hear!

Rods have had their treatment which included balancing, de-dagging and shot peening.  New head studs are in and it’s now ready to have the cylinders and pistons fitted.  Heads have been machined and flycut and new valves ordered.  Heads are machined with a slight relief which the mechanic says significant aids the heat control, resulting in a much more durable engine.  I’m sure the explanantion ss far more technical than that but for now that’s all I really know about it.

As far as the transmission goes the main bearing was fairly loose which means the casing was worn.  This resulted in a worn bearing retaining plate which in turn damaged the pinion gear.  All this leads to a possible replacement box but I really wanted to keep a matching numbers car so the solution was to machine out the case, press in a sleeve, replace the retaining plate and pinion shaft and away we go.  In the end we sourced a good used box and did a bit of mix and match.  As well as this all new consumables are on order – in particular the 1st gear dog teeth were shot, only about 2/3 were still there (that explains the dodgey shifting from 1st to 2nd).  This all adds to the cost but my 915 will be as good as new very soon.

Some replated hardware

More replated hardware

Sealing kit

Heads ready to go on

915 undergoing open heart surgery

Another angle of the bottom end

ORIGINAL POST – 9th DECEMBER 2011

Now we are getting to the business end…..  Had the car towed to the mechanic on Dec 2nd and returned later that day ‘sans’ engine and gearbox.

The brief for my mechanic is to pull it all apart, replace what needs replacing and refinish pretty much everything.  I supplied all my parts that have been collected over the last 18 months.  What I am expecting is a very tidy looking new 3.2SS.  With 46mm PMO’s it should sound superb.  In the end I decided to ditch the dual out Dansk Sport in favour of a single outlet.  The look is more understated plus I like the idea of not p!ssing off the neighbours – last thing I need is a trip to the EPA for a dB test.

Gearbox will also get some TLC.  Whatever needs doing will happen but it will be interesting to see the state of the internals.  Shifting was OK but I know there’s  going to be some new bits going in.

Aside from the mechanical aspects both the engine and transmission will be cleaned up and various parts replated, powdercoated or painted.  I’ve seen a few of Phil’s jobs and I’m expecting this to look pretty special, as well as perform the same.

Engine Bay Respray

Just like the underbody this needed a really good clean up, some minor repair and then a recoat.  This time I decided to do only a very light Wurth SKS, really only to even out the finish.  I went down this path because the original coating was still largely intact.  Only needed a bit of work around the base of the shock towers and around the trailing arm mounts on the torsion tube.  Now for final cleaning of components and reaassembly – the fun part!  Cleaning up the engine bay remined me how much I really hate the grubby work.

Painted - ready for reassembly

The starting point

Clean up in progress

Bit of primer - Glasurit (expensive stuff - ouch)

Bit of Wurth SKS

Another angle of the finished job

And another

And finally this

Muffler Cleaned Up

Not hugely exciting but I hit the Dansk Sport dual in / dual out (84mm tips) with the polishing compound and it came up really well.

I purchased the muffler and had only seen pics.  It looked good in photos but when it arrived it was a bit more ‘used’ than I thought.  I was pleasantly surprised how well it came up.  I used the white bar with my buffing pad then finished off with Mother’s polish (again using buffing pad).  It looks 97% new now so I’m very happy – especially as it cost me about half the price of a new one.

Camera is not so good with the polished metals.

PMO 46mm’s arrived – UPDATED 3rd October 2010

My new favourite parts have arrived!!  Now it’s going to be really hard to wait until the engine comes out for it’s build.  I couldn’t resist pulling one out and adding this pic.

I couldn’t resist placing an order for these carbs, probably the most exciting part of the engine rebuild.  I always wanted carbs, I love the sound and for me they make for a classic flat 6 perfomance motor.  Yes, EFI is more advanced but I just don’t want to tune my car with a computer.  Yes, EFI is more fuel efficient but this doesn’t matter on a car that will be lucky to do 5000km’s a yet.

Carbs are proven and the choice for PMO’s was based on overwhelming information that they are superior to Webers.  Initially I tried to find some second hand but it appears that those who have them don’t want to sell, or if they do they want to sell for a price near tofull whack.

In the end I contacted Stan at Performance 9.  He is the local distributor for PMO’s and the order includes spec’ing them to my build.  Manifolds will be ported to 40mm.  I have learned that buying online can be good but some things need to be purchased locally and it pays to establish a relationship with some local experts.  I’ve got some solid advice from Stan and it is only fair that I buy stuff in return.  Not everything is based on price in my opinion.

First Engine Bits Arrived

Cams and Pistons are here.  Oh yeah!!

Check out the post Project – 3.2SS – Parts Collection

Project – 3.2SS – Parts Collection

UPDATE – I am breaking this topic into 3 parts; Parts Collection, The Build, In the Car.  I figure there’ll be too much content for one post.  After all this car is nearly all about the engine!!

OK – maybe I am jumping the gun as this is not going to happen for approx 12 months from now.

The reason for the delay is twofold – both very sensible reasons.  Firstly I want to accumulate parts so that I don’t go into financial shock.  I figure buying parts bit by bit will ease the pain…  Secondly, from a mechanical point of view I want the rest of the car to be right first.  This means it needs to brake like new (it’s already good but want to be sure as I’ve only owned it for less than one of it’s 27 years) and handle well enough for the added HP.

The plan is to do the following:

1. 98mm pistons and cylinders. Pistons at 10.5:1
2. PMO 46mm carbs – love that sound and will make this engine breath
3. DC60 cams.  A wild cam that is good for street and track.  I’ve read it has an early 911 feel about it – perfect.
4. ARP rod bolts – don’t need no busted bottom end
5. Ported to get more flow – more power
6. Twin plug – $$$ but needs it so that higher compression doesn’t kill the new config.  Can’t take the risk of detonation plus better timing means more HP
7. MSD Ignition with rev limit set at 7300.  could push more but I am not going to risk it.
8. SSI’s – what else!
9. Dansk 2 in 2 out
10. 270 FWHP – standard is 201.  Remember this car is less than 1200kg’s.

I got some great advice from the forums at www.pelicanparts.com.  I virtually live on this site.  If I didn’t I would be calling my mechanic way too often and he would hate me – not a good idea!

To check out the thread go here.

I will keep you posted as I accumulate bits and pieces.

In the meantime I’ll keep watching this to keep me motivated (yes I know it’s a 2.7):

June 9th 2010

First of the goodies arrived – new cams and pistons!!!  I bought these new from a guy in North Carolina, USA.  They only took 3 days to get here which was good for my impatient nature.

Cams are DC60 profile ground by Dougherty Cams in USA.  I had a question about them and emailed JD himself who was more than happy to help out.  From what I read DC60’s are a fun cam in that they really come alive midway through the rev range.  Withth the right rods they can produce power right up to 8000 but I am going to hold them back at 7300.  Should still get 270FWHP which should make my car feel like a motorbike.  I am very excited about these in particular.

Pistons are also top shelf.  These are JE 98mm 10.5:1.  Lots of compression to mate perfectly with the DC60’s.

Here are the pics.