Matt Romanowski

A stock 3.6 from a 964 made 247 hp and a '95 993 (before varioram) made 270 hp, so you should have no trouble doing 248 with very mild cams and low(ish) compression pistons.

Sboxin

Photos of the 3.6 964 engine dis-assembly ...

We removed the intake system off as a complete unit from the rubber tubes up. We also removed the cooling shroud and fan/alternator off as a unit.
The exhaust had been removed previously.

Other, more experienced forum users have posted detailed instructions and better photos of this process -- these pics are just to let some friends see what we have been doing with the 3.6 ---

Sboxin

A few more of the dis-assembly process ---
May 2012

AND......the #5 rod bearing is a bit worn...and was a little stiff on the crank when we removed the pistons and could then inspect the rods --- this led to a complete tear down to look at the main bearings... We knew that the crank needed to come out and go to the machine shop anyway...

The leak down numbers were low on the #5 and 6 cylinders before the dis-assembly...the heads have not been dis-assembled yet by the shop, so we don't know the condition of the valves...but suspect replacement...

Does someone have thoughts about why the #5 bearing is worn so much???


Maybe engine driven low on oil -- or overheating at some point in time --- mileage is supposed to be about 115K - but who knows if that is correct... Edit addition: ALSO - the car was in a front end accident - maybe the oil cooler was damaged and the engine then run with low oil level...just a thought...

Sboxin

7-05-2012 Progress Report

Reconditioned Cylinders, JE 102MM 12.5CR pistons, ARP rod bolts, head studs received from EBS - Thanks Don....great work.

Heads, rods and crankshaft done and balanced.

However, there is a very, very small pothole on the #5 rod journal in the center near the oil hole - it is about half a pin head in size. This is the rod bearing that had the damage. The journals measure spec -- no wear.

We have about decided to not turn the crank and run as is. I don't have a picture - but it is so small I'm not sure you can see it anyway. As insurance we can send oil to the lab and keep an eye on the bearing wear.

This will be a race engine - but limited to 6200-6500RPM with most running between 3K and 6K.

Your feedback on this crankshaft issue is appreciated.

Regards,
_________

J richard

Roy,

Hope it's going well. I would chat with don about the crank but a small pit shouldn't be a deal breaker. I would deburr it to eliminate any sharp edges that could become a stress riser and fracture point. Hope to see you guys out as soon as this heat lets up.

Sboxin

Jim -

All is going well - Jackson's will reassemble the engine and do the install conversion.
They are currently doing a 993 into an '85 911 with similar wiring and
plumbing issues being worked out -- ours will be a snap!
Patrick's 3.6 conversion products come in handy for these jobs - flywheel,
pulleys, throttle cable, etc. Jackson also uses the 3.2 heat shields on the 3.6
engines with a little cut and weld.

We plan to be at the August night event at Firebird -- don't know about which
engine will be in the UPS car. See you there...

Regards,

J richard

Roy, which fan setup are you running? If its the 3.6 you will want to get the 964cup hub/pulley to lighten the fan load or run the early fan setup...

You guys should try proautos track addict mornings out by 6 and home by 10, 4-20minute sessions and a max of 10 cars on track. A nice way to beat the heat...

Sboxin

We are making progress on the engine rebuild --

Take a look at this other link...
https://rennlist.com/forums/964-foru...pproach-2.html

Regards,

bauerjab

I am far from an expert, but I have been told that unless you have done something to modify the crank, you need to run the pulley with the harmonic stabilizer. I know that it is heavier, but I have been told it is a must. I know someone else who had what looks like a Patrick Motorsports pulley (it was a beautiful electric blue) and he eventually had big problems with the crank $$$.

flatsics

Correct, if it is the stock 964 crank you need the 964 harmonic damper.

Sboxin

bauerjab -- Thanks for your feedback!

and...the answer is.........from our Porsche engine tech...

This will be a race engine...the crank, rods and pistons are static and
dynamically balanced...and the flywheel is a sold one piece balanced part also.
Porsche used the weighted pulley and special flywheel when they used the
unweighted crankshaft. Also, Porsche had a range of weights for the rods
and pistons and crankshaft balancing when producing these engines - this
engine will be exact nat's *** balanced.
Also, this engine will run most of its life between 4-7K RPM and more at 6-7K.

The other reason is the larger pulley doesn't fit into the 1978 SC rear engine
mount.

If there are vibrations when we test the engine at start up and break in we will
decide what to do at that time.

Thanks again,

Regards,

Sboxin

A few more pics --

Existing 3.2L removed from car for engine tin modification to 3.6L

New Intake manifold pieces installed with fuel rails and Mr. Injector reconditioned
fuel injectors. The rubber fuel lines to the rails are being replaced with new high
pressure rubber because this can be a future failure that can be easily prevented now.

The engine tin modifications include making a space for the lower plug wires to
pass through the tin -- and filling and bending to match the 3.6L -- not too hard
to do - maybe 2 hours work.

And, new Tarett billet aluminum valve covers to replace the magnesium original covers.

Next -- finish tin -- install intake and exhaust

We are discussing engine break in procedures and oil(non detergent non synthetic
-- maybe even Joe Gibbs special engine break in oil)-

What say You????

Regards,

Turn3 Autosport

At those RPM do not spend money on new rods. But do spend money or ARP rod bolts, or raceware perhaps. Never used raceware but use ARP on pretty much every build with stock rods.

Sboxin

...please refer to Post #1 item #6.

Regards,

J richard

Getting close!!!