Anyone looking for a 3.6 for a conversion?
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Joined: Apr 2002
Posts: 72
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From: London/Essex, England
I agree with the others that it would be hard to go back! The truly amazing part to me is the torque. 5th gear, 70mph, want to overtake something - just put your foot down, no need to change down. :-)
Ben (1981 SC with 993 Varioram)
Ben (1981 SC with 993 Varioram)
Race Car
Joined: Aug 2005
Posts: 4,633
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From: Terrorizing your neighbourhood!
Originally Posted by JackOlsen
What weight?
With the dual-mass flywheel and power steering removed, the 3.6 ends up being lighter than a 3.2.
With the dual-mass flywheel and power steering removed, the 3.6 ends up being lighter than a 3.2.
Power steering? They've invented that?
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Joined: Jun 2001
Posts: 3,929
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From: Los Angeles
It's funny. People will beef up a 3.0 or a 3.2 to big power and no one cautions that they're going to need to upgrade the suspension and brakes. With the 3.6, for some reason, it's commonly seen as part and parcel with the swap. For a street driven car, the only essential upgrade with a 3.6 is adequate oil cooling. Brakes and suspension only need improvements (IMO) when you're tracking the car and going a lot faster than the old motor could manage.
Thread Starter
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Joined: Dec 2004
Posts: 15,683
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From: Valencia, Spain
Originally Posted by JackOlsen
It's funny. People will beef up a 3.0 or a 3.2 to big power and no one cautions that they're going to need to upgrade the suspension and brakes. With the 3.6, for some reason, it's commonly seen as part and parcel with the swap. For a street driven car, the only essential upgrade with a 3.6 is adequate oil cooling. Brakes and suspension only need improvements (IMO) when you're tracking the car and going a lot faster than the old motor could manage.
Last edited by Gary R.; May 12, 2006 at 08:16 PM.
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From: Nova Scotia
This is a great thread - with many useful links! As the topic has moved around a bit, I have some questions ... and do not wish to hijack the 3.6l theme ... 
To build my first aircooled car .... I have my hands on the full running gear of a '96 C4S ... 3.6l VRam/harness & DME/exhaust/ all accessories/oil tank/ etc. also, the G64 6-sp ( which can be converted to a G50??? - for $$?), shifter linkage ( still on the front driveshaft), pedal cluster, brake booster complex, drive shafts etc...
Rather than sell all this, I am now motivated to go aircooled 2WD and am looking for a suitable rolling chassis to graft all this into - one that will hold a 6'6" driver: the targas have the headroom ( SC/Carrera/ ...) as do the 993 coupes - for I've some wheel time in a beautifully working C4S.
Having driven that car is the inspiration to give new life to the goodies retreived from an identical parts car. What sort of costs are involved in grafting the parts together and which chassis offer the better ease of assembly? Surely a 993 C2 would be the easiest if a good rolling chassis could be found - but that may not be available.
Recommendations/advice please?
To build my first aircooled car .... I have my hands on the full running gear of a '96 C4S ... 3.6l VRam/harness & DME/exhaust/ all accessories/oil tank/ etc. also, the G64 6-sp ( which can be converted to a G50??? - for $$?), shifter linkage ( still on the front driveshaft), pedal cluster, brake booster complex, drive shafts etc...
Rather than sell all this, I am now motivated to go aircooled 2WD and am looking for a suitable rolling chassis to graft all this into - one that will hold a 6'6" driver: the targas have the headroom ( SC/Carrera/ ...) as do the 993 coupes - for I've some wheel time in a beautifully working C4S.
Having driven that car is the inspiration to give new life to the goodies retreived from an identical parts car. What sort of costs are involved in grafting the parts together and which chassis offer the better ease of assembly? Surely a 993 C2 would be the easiest if a good rolling chassis could be found - but that may not be available.
Recommendations/advice please?
Instructor
Joined: Jan 2006
Posts: 232
Likes: 2
From: SC + MUC
Hi Garth,
well this depends on: what you want to do with the car. I would go for a 911 c1 1986-1988 coupe with the combination of 3,6 Vram and 6-sp. The reason for me would be the narrow body and the light weight car in comparison to a 964/993 body. You can lower the seats or try to get RS or GT3 seats with an additional advantage of reducing the weight. With the C1 84 or 86 an up you already have the oil cooler needed in the front and just need to upgrade the breaks to Boxter or 996 breaks which is really easy. A 911 c1 is with 3,6 Vram, 6-sp and light weight body faster than a 993 rs. Let me know if you need more information.
well this depends on: what you want to do with the car. I would go for a 911 c1 1986-1988 coupe with the combination of 3,6 Vram and 6-sp. The reason for me would be the narrow body and the light weight car in comparison to a 964/993 body. You can lower the seats or try to get RS or GT3 seats with an additional advantage of reducing the weight. With the C1 84 or 86 an up you already have the oil cooler needed in the front and just need to upgrade the breaks to Boxter or 996 breaks which is really easy. A 911 c1 is with 3,6 Vram, 6-sp and light weight body faster than a 993 rs. Let me know if you need more information.
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Rennlist Member
Joined: Oct 2003
Posts: 7,210
Likes: 17
From: Nova Scotia
Hi Shahrams,
Good point re. car use ... there are many kilometers of curved roads running through lowly populated countryside locally - so that's where the fun is!
.
If needed, the big reds and rotors of the C4S are sitting in the garage too - so brakes should not be an issue is the winning chassis has hubs that will accept them. ( although, on the street, the 928 S4 brakes are more than adequate).
Some of the issues that I have not yet found any specifics on are the ease and cost of converting the C4 6-sp to a C2 configuration. Also, this car had an ABD module - is that another complication to deal with in an OBD II car? Is it wise to stay with the OBD II? - or revert to the simpler OBD I?
You can see that I need to do a lot of research ... it makes 928's look simple
Thanks for the chassis advice!
Good point re. car use ... there are many kilometers of curved roads running through lowly populated countryside locally - so that's where the fun is!
.If needed, the big reds and rotors of the C4S are sitting in the garage too - so brakes should not be an issue is the winning chassis has hubs that will accept them. ( although, on the street, the 928 S4 brakes are more than adequate).
Some of the issues that I have not yet found any specifics on are the ease and cost of converting the C4 6-sp to a C2 configuration. Also, this car had an ABD module - is that another complication to deal with in an OBD II car? Is it wise to stay with the OBD II? - or revert to the simpler OBD I?
You can see that I need to do a lot of research ... it makes 928's look simple
Thanks for the chassis advice!
Instructor
Joined: Jan 2006
Posts: 232
Likes: 2
From: SC + MUC
I recommend to go for a OBD I since this is easier to implement and to adjust if necessary. NO flash necessary and you easily can use with OBD I different EPROM-chips. C46-sp needs to be converted to fit in a 2wd 911 as you already stated. I don't now excately how this is done but the cost for this is in our area around $1000. I would recommend to sell the C4 6-Sp and by a C2 6-sp, if possible one from 1996. ABD (Automatisches Bremsen-Differential) should not be a problem at all if you go for a early porsche (everything before 964) with less electronically gismos.
Thread Starter
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Joined: Dec 2004
Posts: 15,683
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From: Valencia, Spain
Ok, for anyone that is interested -
I just found out the the car's owner (James Duncan Jr.) has some sort of "serious problem" and his father is now handling the sale of the parts (they are at his home in Wilmington, NC). His name is James Duncan Sr. and can be reached at 252-341-8818 (cell), 910-799-5650 (Home), and at jduncan2@ecrr.com..
HTH!
I just found out the the car's owner (James Duncan Jr.) has some sort of "serious problem" and his father is now handling the sale of the parts (they are at his home in Wilmington, NC). His name is James Duncan Sr. and can be reached at 252-341-8818 (cell), 910-799-5650 (Home), and at jduncan2@ecrr.com..
HTH!
Drifting
Joined: Jul 2003
Posts: 2,408
Likes: 55
From: St Petersburg, FL
I dunno - I'm happy with my 3.4 and it's measly 281/287 hp. Oh and I have a known quantity - fresh rod bolts, fresh bearings, new rocker arms, valve spings, valve guides, etc. I've known a few folks that have layed down the money for a 3.6 AND had to do a rebuild = now you are talking big money! (and I like to sleep at night)
Thread Starter
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Joined: Dec 2004
Posts: 15,683
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From: Valencia, Spain
So WTF is your point, just to hop in here and boast about your motor? Maybe you can point everyone to you receipts and your dyno results while your at it? I'm trying to help out a guy that totaled his car and is possibly going to get booted from medical school. How does take your big bullcrap 3.2 and go away sound? Maybe if you spent the $$ on suspension it wouldn't look like it was going to roll over in the tight corners! 
Sheesh...
Sheesh...