Rob's GTS engine pull
#152
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#153
I believe that the uniqueness of the GTS crankcases make them particularly unsuitable for wet sleeves, even making stock horsepower.
Therefore, with damage in the cylinders like this engine suffered, it's either dry sleeves or the aluminum recycler.
Again, this is just my opinion, formed after studying the GTS crankcases, at length.
Therefore, with damage in the cylinders like this engine suffered, it's either dry sleeves or the aluminum recycler.
Again, this is just my opinion, formed after studying the GTS crankcases, at length.
Greg - My points were walking up to the question whether you feel this is safe for the general population, how much it is, and if its good for all 8. Steel here always is spoken of as stronger, but I always hesitated because of the movement of the sleeves people mentioned. But if you trust it x8, that would be good.
#154
Former Vendor
Thanks. The only people that did wet sleeves are people that we trust (Simard/Todd) but these are one-offs, and they did their own, and it took massive amounts of time and Money. I don't know who ended up with Joe's Block that Todd made for him. Erik - do you know?
Greg - My points were walking up to the question whether you feel this is safe for the general population, how much it is, and if its good for all 8. Steel here always is spoken of as stronger, but I always hesitated because of the movement of the sleeves people mentioned. But if you trust it x8, that would be good.
Greg - My points were walking up to the question whether you feel this is safe for the general population, how much it is, and if its good for all 8. Steel here always is spoken of as stronger, but I always hesitated because of the movement of the sleeves people mentioned. But if you trust it x8, that would be good.
When I was doing boatloads of 951 emgines, I sleeved several of those emgines, using this technique. I built a couple of "test" engines to figure out the proper piston to wall clearance, in those engines, but the sleeves gave me no problems.
Using that data, this is more than a test, but certainly not a sure thing.
#155
Former Vendor
The damage on this block made this technique not as desirable.
#156
Former Vendor
For the repair of aluminum cylinder blocks there are Alusil Cylinder Sleeves Blanks made by Kolbenschmidt available. Can be order from MS Motor Service International in Germany.
file:///C:/Users/Rickard/Downloads/Alusil%C2%AE%20bushing%20blanks.pdf
http://www.ms-motorservice.com/en/in...ionen/contact/
Åke
file:///C:/Users/Rickard/Downloads/Alusil%C2%AE%20bushing%20blanks.pdf
http://www.ms-motorservice.com/en/in...ionen/contact/
Åke
#157
Administrator - "Tyson"
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#158
Former Vendor
Simply by studying the various engine blocks from the 944 and the 928 lineage, it is fairly obvious that there was considerable debate in Porsche engineering either about how much material was required to support the cast in cylinder liners in the Alusil material or at what level the water needed to be to remove heat from the cylinders. While the "early" 928 and 944 engines had very close to the same amount of material from the bottom of the water jacket to the main bearings, the 3.0 944 engines and the GTS engines are radically different....in opposite directions. The 3.0 944 engines have considerable more material between the bottom of the water jacket to the main bearings (shallower water jacket), while the GTS engines have significantly less material between the bottom of the water jacket and the main bearings (deeper water jacket.)
It's a very interesting contrast!
When the 944 GTR engines were changed to wet sleeves, Porsche was forced to abandon the Alusill material because of cracking in the main bearing area and recast the blocks in pure aluminum.
Since the 928 GTS blocks have significantly less material than all of the previous iterations of any of this lineage, I consider it to be very undesirable for wet sleeves.
It's a very interesting contrast!
When the 944 GTR engines were changed to wet sleeves, Porsche was forced to abandon the Alusill material because of cracking in the main bearing area and recast the blocks in pure aluminum.
Since the 928 GTS blocks have significantly less material than all of the previous iterations of any of this lineage, I consider it to be very undesirable for wet sleeves.
#159
Rennlist Member
James-
No no, the stroker's running perfectly. In fact, it's beginning to slip the clutch at full throttle in 4th gear as it passes thru the torque peak at 4300 rpm, despite it being a dual disc clutch with strengthened pressure plate springs. Greg's working on a carbon clutch upgrade to address this.
The crank pictured here is the factory GTS crank out of the stock engine I blew up in 2009.
Imre- Sorry, I shoulda put a smiley, I just meant all the metal I shaved off the rod journals. Just went out and weighed the welded crank- 62 lbs, 12oz. The stock GTS crank was 62 lbs 11 oz when I weighed all the GTS engine pieces last year, so there's essentially no change.
No no, the stroker's running perfectly. In fact, it's beginning to slip the clutch at full throttle in 4th gear as it passes thru the torque peak at 4300 rpm, despite it being a dual disc clutch with strengthened pressure plate springs. Greg's working on a carbon clutch upgrade to address this.
The crank pictured here is the factory GTS crank out of the stock engine I blew up in 2009.
Imre- Sorry, I shoulda put a smiley, I just meant all the metal I shaved off the rod journals. Just went out and weighed the welded crank- 62 lbs, 12oz. The stock GTS crank was 62 lbs 11 oz when I weighed all the GTS engine pieces last year, so there's essentially no change.
I have the strengthened pressure plate on the dual disc clutch (after finding out the hard way that the stock clutch is no match for 400ftlbs of torque) . changed it at the track after a slipping qualifying and was bullet proof in the race! (Big thanks to Anderson for help on that one! .......and Greg for that design!!!)
#160
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#162
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Nope.
#163
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Rob, from what I understand you now have a repaired engine block with six factory pistons and two aftermarket pistons which are running in two CI sleeves. No doubt it should work well. Trust the rotating assembly is well balanced with all the pistons having the same weight and compression ratio. As I mentioned before there are Alusil Cylinder Sleeves Blanks made by Kolbenschmidt available over here. The Alusil blanks are very good for the making of dry cylinder sleeves for the repair of various aluminum engine blocks like the 928. In the shop I have a S4 block where all eight cylinders are Alu-sil dry-sleeved. It is probably a factory exchange engine block. Did you get two new factory GTS rods or a full set of aftermarket rods? For what are you going to use the repaired GTS-engine?
Åke
Åke
#164
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Hi Ake- Actually we're going to sleeve all 8 cylinders, run eight new aluminum pistons that match all GTS dimensions (except weight) with stock R2 rods, the repaired stock crank and cams, and Greg's latest take on breather improvements. Goal is to have a correct-looking GTS motor without the oil consumption or pretzel rods, so I can make the GTS 'whole' at some point.
Am beginning to get bad ideas about a stroker transplant into an early body where I'm unencumbered by wanting to still be able to return everything to stock. Modding a 5-speed GTS just doesn't seem like such a good idea anymore, and I need a new project.
In the meantime I spent the weekend measuring Anderson's pile of cams, so made some progress on the new Zombie motor too.
Am beginning to get bad ideas about a stroker transplant into an early body where I'm unencumbered by wanting to still be able to return everything to stock. Modding a 5-speed GTS just doesn't seem like such a good idea anymore, and I need a new project.
In the meantime I spent the weekend measuring Anderson's pile of cams, so made some progress on the new Zombie motor too.