Upgrading 1989 Porsche 930 RUF BTR Conversion

[Bruce]

Originally Posted by donau

I had an oil change done to my car and once I got my car back the compression was gone and the car drove poorly. I do not want to PUBLICLY express my suspicions as to what happened so let's just take it from here.

That doesn't sound to good... and I would imagine this whole operation isn't too good on your pockets either..

Anyways..thanks for the update Hope all goes well

[donau]

Originally Posted by bmwrules

That's a lot of good work being done there. I know you haven't felt comfortable using all that power the car has. I can't remember, was it somewhere between 450hp - 500hp? Now with this engine rebuild you should feel comfortable putting the hammer down. I hope you get a chance to take it to Virginia International Raceway and get some good laps put down.

The good news is I'll get the same power with a lot less boost After this work I will be looking forward to some time at VIR. For dialing some more power, I think I'll do the EFI conversion first to be safe on getting enough fuel always at the right times. The CIS system has its' limitations.

[donau]

Originally Posted by Luwalira

Sad about the sudden failure and I hope David does a good work with rebuilding the engine.

Thanks Luwalira! I have a good feeling about
his work knowing a little about their racing successes, and a some about his background in the racing and engine building world

[donau]

Originally Posted by 7.3 AMG

That doesn't sound to good... and I would imagine this whole operation isn't too good on your pockets either..

Anyways..thanks for the update Hope all goes well

Thanks Bruce! Yeah, it would have been nice to use this money for the EFI conversion (Motec M48 would be about $8,000). Since I am giving my old crank as a trade in for the new one, the parts cost is only around ~$4,000 (which is what I paid already). I guess the labor would be another ~4,000.

Of course then it's again a totally different story price-wise if I give in to all kinds of temptations and want the M600 instead of M48.

[Bruce]

Originally Posted by donau

Thanks Bruce! Yeah, it would have been nice to use this money for the EFI conversion. Since I am giving my old crank as a trade in for the new one, the parts cost is only around ~$4,000. I guess the labor would be another ~4,000.

Ouch


btw, Olli, have a great Christmas & happy new year

[donau]

Originally Posted by 7.3 AMG

Ouch


btw, Olli, have a great Christmas & happy new year

Thanks Bruce and Merry Christmas and a Happy New Year to you too

BTW a little OT: Congratulations on your statistics on this forum, they are simply mind boggling.

[donau]

Originally Posted by bmwrules

That's a lot of good work being done there. I know you haven't felt comfortable using all that power the car has. I can't remember, was it somewhere between 450hp - 500hp? Now with this engine rebuild you should feel comfortable putting the hammer down......

Just gave SpeedWerks the go ahead with the Motec EFI conversion, starting with M48 and will see in the future if upgrades to M600 necessary, or desirable.

So, regarding your comment about power: Yes, I should feel comfortable taking the car to the limits from the perspective of the engine holding up. But from the perspective of staying alive, we'll have to see, especially now that there will be a lot more power too.

[donau]

Parts are starting to arrive. Here are the cranks side by side. The left one is the new 3.6 RS crank that has 2mm extra length from the center of the shaft to the center of the journal. Hence the 2mm longer stroke.





You can also see that the throws/counterbalances to which the journals are attached to are much smaller on the new one (next pic). This accounts for approximately 6-7 lb weight reduction compared to the old (2nd pic below). Hence less effort required to turn this thing around. Please also note how some of the throws/counterbalances have grinding clearly visible for perfect balance.





Carrillo Rods:



The Carrillos are an H-Beam design while the old turbo rod is an I-Beam design. The weak point in the old turbo rod obviously the narrow part at the top. The next two pictures show the difference:





In the next picture the Carrillo Rod bolt is the one closer to the rod in the picture and the regular turbo rod bolt is the longer bolt. I don't know how clear it is from the picture but the old turbo rod bolt just gets pushed through the whole and there is a little bit of thread at the end for a nut to lock it in. The Carrillo rod bolt is threaded into the whole and no nut needed.


Oh yeah, and those are my shoes at the bottom too....

The GT2 Evo cams should arrive next week. Also, the machining of the cylinder heads for 41.3 mm has been done.

Since my previous posts I have also decided that twinplugging should be done at this time while everything is out. That will be done.

Originally I thought of saving some money and not do that since the Mahle piston tops are flat and the cylinder head is hemi. In theory one spark should be just fine. But upon further research into this I have discovered that having two sparks will decrease the chances of detonation and driving with 93 octane street gas becomes a less risky thing to do. Not to mention that it does improve performance as well somewhat.

I don't remember if I mentioned this but now with the Motec M48 sequential EFI, I will also do away with distributors and use Motec supplied Denso coils (MDEN-580) on the plugs.

[Bruce]

Nice update Olli.

Hope all goes as planned

[bmwrules]

I'm looking forward to seeing the dyno report after all this work is done.