924Board.org

Horizonblue · Posted: Tue Mar 17, 2015 7:19 am Post subject:

I had to make new exhaust hangers. This picture is taken from the left front wheel, looking across/back. The downpipe is to the left in the picture.

I have removed the "bridge-brace", you can see the four bolt holes. I will make a new one, that goes under the exhaust, instead of over, as the original did.

From the engine to the flange connection we see here(in front of the rear suspension), the system is fully welded and assembled. I'm now working on the piece from the flange connection to the rear silencer.

Everything is TIG welded, with gas inside the pipe, during welding, for creating a stronger weld.

_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

Horizonblue · Posted: Fri Mar 20, 2015 7:08 am Post subject:

Ok, so this evening I finished the rear silencer.

And installed it.

And off course started the engine as soon as the last bolt was tightened

Oh yes, it sounds so much better now

I excited to take it out for a spin, but have a few more jobs to do, before I take the car down from the jacks.
_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

gegge · Joined: 27 Jul 2007 Posts: 1124 Location: Sweden

Since you have inspired me to do the same thing I might be forced to pay you a visit further on

Please let me know if you would consider making a second exhaust. Interested in buying the first downpipe buy the way.

I am starting with a D24T shortblock since it is stronger and have oilsquirters. The stock T3 twin entry downpipe and D24T aluminium oilpan will be used as well. Pistons will be 81mm or 82,5m if possible - depending on cylinderwall-thickness. The carb head with mech followers instead of hydraulic ones are of interest. I´ve heard that the turbohead used sodium exhaust valves, if so let try them. A cam regrind. Well, a lot of work.

They valve cover is already the same color as my car

_________________
Carl Fredrik Torkildsen

924 turbo -81 Carrera GT RESTOMOD
924 turbo -80 Dolomite De Luxe
924 -85 DP kit, BBS RS, M030 and tuned engine
924s -86 Black on black turbo with Fuchs

morghen · Joined: 21 Jan 2005 Posts: 8879 Location: Romania

BIGGEST WOW IN A LOOONG WHILE !

Your welding skills are in the professional area.
If you decide to make and sell some welded stuff you will probably do quite well !
_________________
https://www.the924.com

Horizonblue · Posted: Fri Mar 20, 2015 8:37 pm Post subject:

Gegge:

You are very welcome to pay a visit one day. I live approx 30 km west of Aarhus.

It's going to be very interesting to follow your engine build. Who knows what we have started, maybe we will suddenly see a bunch of "926" Porsches

The exhaust system is a "one-off" I don't have the time to build a second one. I don't know about the first downpipe I made, think I will keep it, until I know if the car can pass MOT with the 2,5" system. (noise regulations)

Many years ago, I had a VW LT pickup with the diesel version of this engine, never had a problem, it ran and ran. I was always gentle with it, when it was cold. Even though it overheated once (coolant hose leak) there were no problems afterwards.
_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

gegge · Joined: 27 Jul 2007 Posts: 1124 Location: Sweden

Maybe we should call our cars "The true 9 2.4" (...and with 82.5mm pistons - 9 2.8

)
_________________
Carl Fredrik Torkildsen

924 turbo -81 Carrera GT RESTOMOD
924 turbo -80 Dolomite De Luxe
924 -85 DP kit, BBS RS, M030 and tuned engine
924s -86 Black on black turbo with Fuchs

Horizonblue · Posted: Fri Mar 20, 2015 11:41 pm Post subject:

Horizonblue · Posted: Mon Mar 23, 2015 6:37 am Post subject:

I had to fabricate two special brackets, since there was no room for the original ones, now that the exhaust system is changed.

_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

leadfoot · Posted: Mon Mar 23, 2015 11:39 am Post subject:

Nice work mate...
I might do the same if I ever need to go to put in a larger diameter or dual pipes...
Stu
_________________
1981 ROW 924 Turbo -
carbon fiber GT mish mash
LS1 conversion in progress...

Horizonblue · Posted: Wed Mar 25, 2015 6:49 am Post subject:

Thanks Stu and morghen.

This evening I took off the intake manifold and carb, and tried the diesel intake manifold on the engine for the first time. There was more clearance to the suspension tower than I had hoped for.

So the next job now is to weld on the injector bungs, and a short piece of Ø50 mm aluminium tube on each intake pipe. (one can be seen on No 2) This will provide a good round spot for a short hose. My plan is to weld a plenum out of stainless steel, with 6 pipes, that is connected to the aluminium manifold, with 6 short hoses.

The plenum will be placed on the opposite side of the engine, so 6 pipes will cross the valve cover.
_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

morghen · Joined: 21 Jan 2005 Posts: 8879 Location: Romania

and where will you place the supercharger then?
_________________
https://www.the924.com

Horizonblue · Posted: Wed Mar 25, 2015 8:38 pm Post subject:

The supercharger will be placed on the drivers side (left) of the engine, under the new plenum. There is quite a lot of space.

But not for now. I will start running N/A, and find the supercharger parts while I drive.

I'm actually a little under pressure, I have a deadline that says 8th of May. On that day, the Porsche club of Denmark will be racing most of the day on a race track, a few minutes drive from my place. I'm not taking the car on the track, I will just drop by and say hello (I'm also a member)

Off course they are mostly 911s, so they don't care that much about a 924, but usually there are a few transaxle Porsches.
_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

Horizonblue · Posted: Wed Apr 01, 2015 5:57 am Post subject:

The injector bungs are now welded onto the intake manifold. The holes needs to be machined, so they fit the ports in the cylinder head.

The intake manifold came from the diesel version of the engine. They have the same boltpattern, but not the same hole dimension. The new gasket, which fits the cylinderhead 100%, is used as a template.

After welding and machining, time to make a fuel rail.

I think I have ditched the idea, of welding a short piece of aluminium pipe to the intake runners, for having a cylindrical spot, for the short intake hoses. I think it will works just fine, if I round off the inside edge, as it can be seen on five of the intake runners and connect the hose directly onto them.
_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

Horizonblue · Posted: Fri Apr 03, 2015 6:02 pm Post subject:

Working on the stainless steel section of the intake manifold.

The intake runners will be a little shorter than the shortest, but still quite long. So the engine is not going to be a rev monster, I guess. But that was never the plan. I felt that if I placed the plenum on the (US) passenger side of the engine, the intake runners would be too short.
_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

leadfoot · Posted: Fri Apr 03, 2015 7:47 pm Post subject:

why are you using long runners if supercharging?
Stu
_________________
1981 ROW 924 Turbo -
carbon fiber GT mish mash
LS1 conversion in progress...