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Gramps Unleashed
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Noahs944  



Joined: 08 Dec 2015
Posts: 726
Location: Calgary, Alberta, Canada

PostPosted: Tue Jun 14, 2016 11:09 pm    Post subject: Reply with quote

Regarding the cam grinding, I'm referring to making the base circle smaller. When googling I found this and was impressed by the fellows answer... the very long answer... although not all applies to the Porsche engine. https://answers.yahoo.com/question/index?qid=20071019000014AA0T8uQ
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XLR8  



Joined: 30 Mar 2016
Posts: 112
Location: Byron Bay, Australia

PostPosted: Wed Jun 15, 2016 11:46 am    Post subject: Reply with quote

Noahs944 wrote:
Well all I said was I'm thinking about it. There are several other aspects that need research. Such as clutch/bellhousing/input shaft/ign/engine mounts/harness adaption, etc.

Common belief is the n/a CIS can be used for a built 2.0 (150-160 hp). Well that's stock 2.5 territory.

My exploration into the swap will reveal more. If you've already done this research then feel free to post the info. In the end I think I'll just rebuild the stock 2.0. (It's leaking and someone appears to have stripped out all of the allen bolt heads from one end to the other). Nice


Apologies, I did not mean to discourage you AND I misread what you were planning on doing. I thought you were putting CIS into a 944!

I too dream of more power for my NA, but the $ and frustration that my research has uncovered seems to point to persisting with the NA. Just about everything else requires a full drivetrain swap ...

If you did put the 2.5 in the NA shell (+ crossmember + torque tube + tranny) then it's not a huge effort to put EFI onto that engine. Less stuff in the engine bay as well.

My $0.02 (having not done either).
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'81 Porsche 924 NA
'89 Eunos Roadster NA6
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Noahs944  



Joined: 08 Dec 2015
Posts: 726
Location: Calgary, Alberta, Canada

PostPosted: Wed Jun 15, 2016 10:49 pm    Post subject: Reply with quote

Absolutely no apology necessary mate. Perhaps I was too subtle.

---------

Update: I have it on good authority that the 79 928 intake manifold is too tall to fit under the hood of the '24/'44.


Last edited by Noahs944 on Thu Jun 16, 2016 10:00 am; edited 1 time in total
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Power Tryp  



Joined: 16 Apr 2009
Posts: 427
Location: Calgary, Alberta

PostPosted: Thu Jun 16, 2016 5:27 am    Post subject: Reply with quote

Neat read.

If you plan on doing head modification and cam work, boy have I got a deal for you on a decent head and a cam core to practice on.

Just let me know.
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Scrappy - 1980 924 shell
NoName - 1980 931 (seeking rebuild)

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Noahs944  



Joined: 08 Dec 2015
Posts: 726
Location: Calgary, Alberta, Canada

PostPosted: Wed Jul 20, 2016 1:00 pm    Post subject: Main Bearings? Reply with quote

Ummm, how does a guy find crankshaft main bearings for the 2.0? Seems like no one has them
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Power Tryp  



Joined: 16 Apr 2009
Posts: 427
Location: Calgary, Alberta

PostPosted: Wed Jul 20, 2016 1:16 pm    Post subject: Reply with quote

EBSracing doesn't have any? You may be relegated to ordering from Mittelmotor in Germany.
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Scrappy - 1980 924 shell
NoName - 1980 931 (seeking rebuild)

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morghen  



Joined: 21 Jan 2005
Posts: 7888
Location: Romania

PostPosted: Wed Jul 20, 2016 5:44 pm    Post subject: Re: Main Bearings? Reply with quote

Noahs944 wrote:
Ummm, how does a guy find crankshaft main bearings for the 2.0? Seems like no one has them


what happend?
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MikeJinCO  



Joined: 08 Jun 2010
Posts: 733
Location: Maysville, Colorado

PostPosted: Wed Jul 20, 2016 11:19 pm    Post subject: Reply with quote

I got some piston rings from EBS last week and Troy said he had the main bearings.
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Poco a Poco, '80 future track car
'77 924
cricketdesigns.com
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Noahs944  



Joined: 08 Dec 2015
Posts: 726
Location: Calgary, Alberta, Canada

PostPosted: Thu Jul 21, 2016 12:42 am    Post subject: Re: Main Bearings? Reply with quote

morghen wrote:
Noahs944 wrote:
Ummm, how does a guy find crankshaft main bearings for the 2.0? Seems like no one has them


what happend?


Nothing. Except Gramps is dripping a lot of oil. I can't tell exactly where it is coming from... so right now, my plan is to: repair the fuel system so he doesn't act up when hot. Once reliable, dis assemble the 2.0 and try to up his power out put by another 20%.

Thanks Mike and PT for the tips.
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morghen  



Joined: 21 Jan 2005
Posts: 7888
Location: Romania

PostPosted: Thu Jul 21, 2016 1:26 am    Post subject: Reply with quote

Is it smoking or is it leaking out?
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Noahs944  



Joined: 08 Dec 2015
Posts: 726
Location: Calgary, Alberta, Canada

PostPosted: Thu Jul 21, 2016 1:16 pm    Post subject: Reply with quote

Very minor smoking, but major oil leakage. As best I can tell, it's front crank seal, oil pan gasket and rear main dripping. All oil pan gasket and front pulley bolts are rounded out. Records show main bearings and rear main were done but... the workmanship is so crappy I don't trust any of it.

It's very possible I mis-diagnosed the head gasket a few months ago, as I didn't find actual damage to the gasket.

-----


GOOD NEWS: called EBS Racing and they have in stock std and oversize main bearings AWESOME.

Bad news is the wife told me I need to cough up $3000 for hail damage repairs... so I am re-assessing everything due to finances.

Honestly I like the 2.0 litre... it's a cute little engine & I think it has potential
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ideola  



Joined: 01 Oct 2004
Posts: 15511
Location: Woodstock IL

PostPosted: Thu Jul 21, 2016 1:57 pm    Post subject: Reply with quote

Main bearings also here:
http://garage.ideola.com/prod-EngineRebuildKits.html#block

I provided the samples and went in with EBS to get that last run of bearings made, FWIW.
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Noahs944  



Joined: 08 Dec 2015
Posts: 726
Location: Calgary, Alberta, Canada

PostPosted: Thu Jul 21, 2016 3:14 pm    Post subject: Reply with quote

Thank you for your valuable add, Dan!

Question: if you wanted to up the compression to say 11.5:1 (using stock pistons), is this possible on the na 2.0l by merely shaving the head, or is shaving the block required?
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ideola  



Joined: 01 Oct 2004
Posts: 15511
Location: Woodstock IL

PostPosted: Fri Jul 22, 2016 2:01 am    Post subject: Reply with quote

Noahs944 wrote:
Question: if you wanted to up the compression to say 11.5:1 (using stock pistons), is this possible on the na 2.0l by merely shaving the head, or is shaving the block required?


DO NOT shave the head! The NA head is a heron style head, meaning it is flat, with no combustion chamber in the head itself. You will not gain a single point of compression by shaving the head, you will only affect your ability to properly tension the timing belt.

Have you seen my compression ratio calculator?
http://garage.ideola.com/top-DL-CompressionRatioCalc.html

If you start with US-spec long block from 1980-82, you have 9.0:1 CR pistons to start with. Assuming you don't want to go to the expense of finding Euro-spec pistons, or swapping in something aftermarket or custom, this is your best starting point.

You can gain another 0.4 points of compression by using a Cometic .027" head gasket.

If you take the block down to 230.0mm, you gain 2 whole points of compression, so that would put you at 11.4:1.

So that's how you do it.

If you remove that much material from the block, you should consider an adjustable cam gear to dial in cam timing.
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15 981 GTS | 88 924S SE | 82 931 Holbert | 82 931 Rallye | 81 937 | 81 Euro 931 | 81 Weissach | 80 US 928 | 80 US 931 '941' | 80 US 931 | 80 931 GTR | 79 Sebring | 78 D-Prod Replica | 78 w/D-Prod kit | 78 Poli-Form | 78 Limited Edition | 77 Martini
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Power Tryp  



Joined: 16 Apr 2009
Posts: 427
Location: Calgary, Alberta

PostPosted: Fri Jul 22, 2016 2:06 am    Post subject: Reply with quote

Hey, I have exactly that short block sitting around taking up space. How funny is that?
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Scrappy - 1980 924 shell
NoName - 1980 931 (seeking rebuild)

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