Konstantin

sorry I saw your response to late.
Why someone stay with 2.8 L he could put the 3 l Crank and have a 3.2 l engine for only $1200 more.
any other disadvandges using the 3 L crank and go bigger?

Konstantin

Robby

I believe the top displacement becomes 3.1L using the 87.9mm crank from 968 (stock 951 is 78.9) and 106mm bore- 3104cc...

Garrity Repta used to advise the 3.0L- never asked him what the bore was- it COULD have really come out to 3.1L(?)- I should e-mail Rob Langley (in florida) and find out, as he bought one from Garrity- Garrity quoted me ~$9K for the 3.0L- he always said the extra bore was only ~$600 more, so- why not go for the extra 200cc? I don't know about any of these other engines, like John's and Tims, etc, but I know that Rob Langley went through hell w/his engine- his site said he blew five headgaskets, but I don't know if that was five total, blowing four, or blowing the fifth, but I know it was TOO damn many- I never found out what the problem was, but Rob posted about his months and months of irritation and frustration on is site- he eventually planned to get Garrity to build him a new 2.8L w/out doing the bore, as he said the extra bore was the prob, that the gaskets wouldn't seal- weren't wide enough or something- Garrity used copper back then- not sure why he didn't use 968 gaskets, but I don't know the details at all- he eventually worked something out w/Rob, but I never heard what ended up happening- his web site used to be under the 951 chronicles or something- it was called the "big yellow bus" or "big yellow school bus" or something. You should be able to do a search and find it- he had a web board on there too- it was pretty cool- I'll try to dig up a link or something if you want- e-mail me directly if you can't find it- there were about 14 chapters in the story, and he went to several races, but never got to run more than a few laps w/out a prob, like a headgasket(!). He had a friend running a 951 w/bolt-ons running some 22psi, who had been doing so for either two or three years w/NO problems whatsoever- kind of frustrating to Rob, who had invested so much, and was only running ~15psi, and kept having so many probs...

Anyway, I have no idea about how these other bored engines are doing- I've been waiting to see since last January though- hopefully David or Eurospeed will get their's running and all will be well and we can find out how they run- I belive the biggest delay were pistons- John said something recently about having them in stock now for people, so the turn around will never be that long again...

Oh, one other prob w/larger displacment motors, but could be said for any of these (even modded 2,5's) I think is engine management- the stock engine management is very limited at some point and can't keep up (I believe)- part of the reason for so many people going to stand alone...

Matt Sheppard

I have a Garrity 2.7 (104 mm pistons). I inherrited it from P.O. and I have logged 10K on it and blown one gasket due to lameness (87 octane and 17 PSI). It was a stock headgasket in there at the time - not Garrity's fault, he didnt assemble the motor. I have the right gasket and going on 3.5 K since w/ 1.2 bar and up. I Beleive in Sleve! It's been good to me, but I realize the jury is still out till more miles are on it, but I drive it hard.

Robby

Matt- how much power is the engine putting out? What type of turbo, etc? I'd love to hear more about it- e-mail me directly if you want. BTW- just in case it came across that way, I wasn't trying to say that Garrity had messed up anything- it's just that Rob has had those problems- who knows? But I've never had any probs w/Garrity myself- he's an EXCELLENT machinest though. Did you consider anything else, like a 968 crank when you did your's, or did the cost drive you away? I guess the 104mm bore is what he must normally use, since he was always quoting displacment as being 3.0L after his operation- if he had gone 106mm, then it would have been 2.1L- guess he went a little more conservative for sidewall strength- he was usually a little conservative on his power estimates, etc- conservative is good for reliability...

Pat Kennedy

Wow. A fair amount of hubbub on this thread. I have a 2.8L motor in my 88 S. Have no idea who did the work, was done by the original owner, and I am the 3rd. All I know is the original owner used it as a track only car, beat the living daylights out of it, and the 2nd owner spent $13K having everything from the clutch forward replaced by a dealer. I've taken excellent care of the car and added a Stage 4 MAF, K27/6 and other stuff. But I can't wait to purchase and install the GURU Stage 2 MAP: <img src="graemlins/burnout.gif" border="0" alt="[burnout]" />

Matt Sheppard

Robby

For some reason the usual footer didnt post in that reply, but I've listed in it the salient changes from stock on "Spencer". We'll try it on this post.

The P.O. had it rebuilt by a - friend - who owned a shop and Garrity did the machine work. The I am not considering stroking it because it really has enough power for me, I just try to keep up w/ broken things now (like the recent clutch problem). You do get more umph from piston dia. per CC than you do from stroking, but . . .

Konstantin

yes I heard of the Problems that Rob had.
He gave the engine back and build a 2.8 L engine. Then he sold this too after 2 weeks even if this wa sok.

Engine managment would NOT be a problem for a 3.1 L.
I have the original 968 Turbo S DME and KLR and this should work with the 3.1 L engine

Konstantin