Posted: Tue Jan 22, 2008 10:16 am
Guys I could do with a nice freshly build 2.0L engine....willing to pay the postage & packaging 
That's the DDK spirt
That's the DDK spirt
DDK - Die Deutschen Klassiker
The 'Maverick' Classic Porsche Forum and Classic Porsche Club for Porsche 356, Aircooled Porsche 911, Porsche 912, Porsche 914 & Porsche Replicas. 'We join for the cars but stay for the people'
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So this is what caused my breakdown
Page 2 of 3
Posted: Tue Jan 22, 2008 10:32 am
Sorry to hear about the engine James, that's really bad luck. How did Barrel #6 get damaged? I thought maybe #4 might have caught some shrapnel as it's directly opposite.
Posted: Tue Jan 22, 2008 6:53 pm
This is real bad luck 
But good to see the DDK spirit to the rescue!
oh and I could do with a set of 2.4E barrels, pistons and cams if anyone has some lying around
But good to see the DDK spirit to the rescue!
oh and I could do with a set of 2.4E barrels, pistons and cams if anyone has some lying around
Posted: Tue Jan 22, 2008 9:35 pm
Thanks for all the offers of help guys 
James (fourteener) - sorry, typo, meant to say cylinder number 4
it did indeed cop for the shrapnel
Barry - yes an inlet valve seems unusual, not sure if the valve guide has got stuck / failed somehow? also noticed that cylinder number 1 is dated 11/70 whereas the others are all 12/70, not sure if coincidence but maybe it has been replaced previously? I think I'll be speaking to JohnM's apprentice in Kendal Re the conrods
Barry you have a PM following Chris' generous offer, and as for loosing time, well, I thought I'd crack on
This is what I've fished out so far
Just putting the shopping list together now
Alan you have PM
James (fourteener) - sorry, typo, meant to say cylinder number 4
it did indeed cop for the shrapnel Barry - yes an inlet valve seems unusual, not sure if the valve guide has got stuck / failed somehow? also noticed that cylinder number 1 is dated 11/70 whereas the others are all 12/70, not sure if coincidence but maybe it has been replaced previously? I think I'll be speaking to JohnM's apprentice in Kendal Re the conrods
Barry you have a PM following Chris' generous offer, and as for loosing time, well, I thought I'd crack on
This is what I've fished out so far
Just putting the shopping list together now
Alan you have PM
Indeed - gotta love DDKBootsy wrote:Hurrah for DDK!
Posted: Tue Jan 22, 2008 10:27 pm
Brendan, Sorry only a 3.0 RSR available - postage approx £9.56 plus vat !Guys I could do with a nice freshly build 2.0L engine....willing to pay the postage & packaging
Chris
Posted: Tue Jan 22, 2008 10:42 pm
Sorry only a 3.0 RSR available - postage approx £9.56 plus vat
Posted: Wed Jan 23, 2008 7:43 am
I love to see this pace of work, nothing like just accepting it's got to be done and cracking on into it
Posted: Wed Jan 23, 2008 11:19 am
That a shame Chris about the RSR engine but I have a mint T and with all these recreations it's now becoming a rare model
I could of course dump all the MFI, slide valves and twin spark thingys and put my trusted Zenith on.....
I could of course dump all the MFI, slide valves and twin spark thingys and put my trusted Zenith on.....
Posted: Wed Jan 23, 2008 7:30 pm
Brendanbjmullan wrote:That a shame Chris about the RSR engine but I have a mint T and with all these recreations it's now becoming a rare model
I could of course dump all the MFI, slide valves and twin spark thingys and put my trusted Zenith on.....
Just put the rsr stuff in a box after you mount the Zeniths and I will take them. Willing to pay postage of course.
Regards
Mike
Posted: Thu Jan 24, 2008 11:41 pm
So I did a bit more investigating today as I really want to get to the bottom of why the inlet valve dropped...
I always wondered why, after adjusting the rocker clearances as accurately as I could why the engine still sounded tappety - well it turns out that my valve guides are well and truly sh*gged so the noise was in fact my valves bouncing around and then I turned my attention to the timing chains.
I replaced the tensioners with new 930 types and when the engine detonated these were the first things I checked. Unfortuntately, when I replaced the tensioners and chains I did not split the case and therefore inspect the Intermediate gears - well I probably should have done given how badly damaged/worn everything else was - especially as some numpty had installed the cam pulleys in the wrong way round - consequently this shouldnt have been a surprise
Top 3 teeth missing and rest nearly ground away
Difficult to see in the photo - but basically the chain has made a good job of completely knacking all the intermediate shaft cogs. So, it looks like the chain probably did cause the detonation by jumping , but not because of the usual chain tensioner failure, more because I didnt replace the intermediate gears to save splitting the case
I reckon anyone replacing their slack chains should check their cam pulleys AND intermediate shaft pulleys at the same time. I wish I'd split the case then
I always wondered why, after adjusting the rocker clearances as accurately as I could why the engine still sounded tappety - well it turns out that my valve guides are well and truly sh*gged so the noise was in fact my valves bouncing around
and then I turned my attention to the timing chains.I replaced the tensioners with new 930 types and when the engine detonated these were the first things I checked. Unfortuntately, when I replaced the tensioners and chains I did not split the case and therefore inspect the Intermediate gears - well I probably should have done given how badly damaged/worn everything else was - especially as some numpty had installed the cam pulleys in the wrong way round - consequently this shouldnt have been a surprise
Top 3 teeth missing and rest nearly ground away
Difficult to see in the photo - but basically the chain has made a good job of completely knacking all the intermediate shaft cogs. So, it looks like the chain probably did cause the detonation by jumping , but not because of the usual chain tensioner failure, more because I didnt replace the intermediate gears to save splitting the case
I reckon anyone replacing their slack chains should check their cam pulleys AND intermediate shaft pulleys at the same time. I wish I'd split the case then Posted: Fri Jan 25, 2008 12:06 am
Glad to see you've found the root cause so it won't happen again, your findings could also save somebody elses engine in the future . Is there a way of checking play/ backlash without stripping the case?
I hope the rebuild goes well.
Regards
Matt
I hope the rebuild goes well.
Regards
Matt
Posted: Fri Jan 25, 2008 12:08 am
Well at least now James you know the reason, and it's a good lesson for us all to learn. BTW you really didn't take long to strip that baby.
Posted: Fri Jan 25, 2008 7:37 am
It's a real shame you are doing all this learning for us, but I will certainly take your advice and try to get a good look at the intermediate gears when I do my chains this week.
I feel a sympathetic pain in the wallet for you
I feel a sympathetic pain in the wallet for you
Posted: Fri Jan 25, 2008 9:13 am
are you going to replace the aluminium gear with a later steel one?
Posted: Fri Jan 25, 2008 9:36 am
James, I've already replaced all 3 cogs with original types, a bloke in Kendal had some lying around with no wear on, I'll replace the chains again at the same time and hopefully they should last better!
had some lying around with no wear on, I'll replace the chains again at the same time and hopefully they should last better!