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Your pictures look exactly like what I installed on the engine, and I bought mine 15 years ago.
The quality and fit of the pieces are very good. The install is a bit difficult because it's like a tight-fitting puzzle. And when the orientation is correct, the piece would snap into position and the fastener holes would be spot on.
I think it's a really amazing piece of engine art work!
It is indeed the original I-J scraper system, somewhat modified to work with an oil pan and pickup that have a spacer to create room. In addition, the pickup and pan are old-style. There's sump covering and little bit of flow trapping in the sump as well.
Some more photos from the oil pan and I-J system. No changes to that in this iteration, it’s very close to have it was in the blue engine. Also some photos of the old school pan and pickup, also as they were with the blue engine:
Here’s the cloverleaf from the old pan. Many believe that it’s better than the ‘87 pickup. I’m not so sure, because I believe that the pickup still needs to be submerged in oil for the pickup to suck oil and not air? The cloverleaf may be a little better because it may reduce vortex generation around the pickup? Any other theories about which style pickup is better and why?
While John Kuhn was assembling the engine, I Was fishing with a buddy:
It is indeed the original I-J scraper system, somewhat modified to work with an oil pan and pickup that have a spacer to create room. In addition, the pickup and pan are old-style. There's sump covering and little bit of flow trapping in the sump as well.
Any thoughts about the oil drain back into the sump?
Åke
Any thoughts about the oil drain back into the sump?
Åke
In my opinion, if one manages the gas flows such as piston pumping pulses well, the oil flows take care of themselves. The oil flows are easy, once the gas flows are managed. Oil wants go down because of gravity. Oil goes down, down, down.
This epiphany is at the same time analogous and opposite to that of Dave “Davey Day Trader” Portnoy’s realization after the lockdown bottom:
“It took me a while to figure out that the stock market isn’t connected to the economy,” he said. “I tell people there are two rules to investing: Stocks only go up, and if you have any problems, see rule No. 1.”
Here are some new from Porsche head bolts, compared to old ones. The new ones have no grade markings or origin markings, which leads to a reasonable assumption that they are made out of recycled trash in the “People’s Republic” and can’t hold torque and yield easily under tension. As you can imagine, the savings were not passed on to the consumer!
We’ll probably destructively test some them, throw them to trash, wait them to be transported as trash back to China, and then buy them (along with some beer cans etc.) back again as “Genuine” Porsche head bolts. Probably at an increased price!
The engine being assembled will keep the known good old head bolts.
In my opinion, if one manages the gas flows such as piston pumping pulses well, the oil flows take care of themselves. The oil flows are easy, once the gas flows are managed. Oil wants go down because of gravity. Oil goes down, down.
Well,there is a lot of iron scrap in the way for the oil to properly drain back to the oil pan.
Åke
I count to three engines for one car, that doesn't make sense. More cars?
Åke
This car will have the 5.0L engine in the car and almost identical 5.0L engine as a spare. There are other projects but those are the current focus.
As a side note, John could make more of these high-rpm capable short blocks but the components (and some labor steps) are pretty expensive so I’m not sure many will be interested. Starting with a ‘87 engine in good condition, modifying it sensibly for turbo, and then keeping rpms under stock redline is going to meet most people’s needs more cost effectively. For me, personally, I’m very happy that I’ll have two engines that have the engine speed headroom for pretty much anything.
Well,there is a lot of iron scrap in the way for the oil to properly drain back to the oil pan.
Åke
As we have discussed, I believe that piston pumping gas flows are the most important thing to manage in the 928 crankcase. The second most important thing is to prevent the surge of the oil under accelerations in various directions caused by braking, cornering, forward acceleration, etc. The oil flow down thru the baffling is the least problematic issue, given that there’s ample flow area, the engine vibrates, and gravity pulls.
The original stock engine from this car with relatively low miles heading to be plated:
As a result, I have some components that I might be willing to sell for someone involved in a forced induction 928 project: Two sets of ‘87 PPF stock rods, one set has low miles (<80k) and the set other has high miles but was rebuilt and has relatively few hours since then. The rods come with used bearings in decent condition, one set with stock bearings and one set with coated Glycos. I also have low miles set ‘87 piston assemblies including rings without modifications, and a higher miles set of dished ‘87 piston assemblies with low miles aftermarket rings on them. None of the components has known problems, although the bores in one engine that they came from were somewhat worn to a cloverleaf shape. Any interest?
06-14-2020, 03:41 PM
