DDK - Die Deutschen Klassiker

Lightweight_911 wrote:Chris is a stand up guy - it will have been an honest mistake ...

Yes no problems there Andy, Chris refunded me within minutes of getting the bad news - top bloke.

Just need to find a replacement one now! Help!

I have now sourced another '142' camshaft from Jeremy (JPH).

This time I checked all the journal measurements and as near to spec as I can measure - all journals in top condition - thanks Jeremy.



It took me longer to clean the camshaft than fit it ( I'm getting good at fitting them as it is the third time I have done this side ).
Ten minutes later and the right bank is timed - just need to check for interference. Outlets and and inlets set to 0.1mm and this time it goes round - a promising start. 1mm of clearance - yeah - 2mm of clearance and job done. Thank god for that - really happy.

So now all the rockers have been refitted - the RSR o-rings still shed a liver of rubber when fitting, but all consistent.



Next I need to button the long engine up and this stage of the engine rebuild will be over.
Hopefully it will be plain(er) sailing from now on.

Great news !

Good stuff - well done for spotting the problem at this stage

Excellent. Again it may have been a pain but much less than destroying it all first time you turned the key.

PS you can come around and time my cams if you can do it in ten minutes!

Thanks for the encouragement guys - it's good to be past this phase - hopefully I've done it all right.
I'm not sure what the fuss with cam timing is - I find it pretty straight forward and quick - but possibly the high lift cam process is more involved.

So I have now refurbished my mechanical tensioners and have refitted them. They don't seem to have affected the timing from the hard tensioners.

Spent the evening completing the long block.





I have a few studs still to fit but other than that it's starting to look pretty good.

I recently trial fitted the heat exchangers only to realise ( via advice in another thread ) that I hadn't ordered any barrel nuts and that my stainless studs in those positions were too long. So I have ordered the barrel nuts and shorter studs.


Whilst I wait for yet another delivery of parts I decided to rebuild my fan assembly.

I had recently bought a second SEV Marchal Alternator in case the alternator restorer needed spare parts. However it turned out he could restore both, so I now have two alternators with new bearings, brushes and diode packs fitted ( to name a few parts ), and all tested. So I picked one ( as they are more or less identical ) to fit.




Now fitted to the fan assembly.

I have also been readying the exhaust fixings for when the exhangers are fitted, including cleaning up the straps.

As always that has thrown up a question, does anyone know the correct orientation of the exhaust bracket ( the one that the straps pass around that fits to the engine mount bracket). Looks like it would fit either way around but not sure which is correct.

That bracket needs to be so to support the silencer itself with its tabs under the rear most flange of the silencer.
The straps then simply clamp the silencer to the bracket and hence engine rare mounting.

Looks smashing. Love the long block piccies...

Coming along very nicely

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Sexy engine build

Thanks for the recent comments guys - not too much progress on the engine build of recent as too many other life distractions.

However I did get to the Simply Porsche event at Beaulieu at the weekend and some of the classics there inspired me to crack on with the car.

I thought I would have a go at painting my new fuel tank outside to make the most of the weather, and to make a change from the engine rebuild.

I had kept the original tank to allow me to check the paint finish and try to replicate it as closely as possible.

Comparing it with my old one I notice that the feed points are different. The new one has the points much wider spaced and one is also threaded, which is different to my original one.







I am assuming I can still use it with a change to the piping.
Anyone know which years had a screw pipe fixing?

Hi Andrew, I have been following along with great deja vu because I did much of the same work you're doing now a year or so ago.

Your tank is exactly like the original in my 82 USA SC coupe.

I know you guys have people making the necessary replacement fuel lines over there in Blighty, but I had a set made here (Connecticut USA) by a lovely chap, Len Cummings, whose name is often referred to on Pelican. I'm running stock CIS and had Len make a set of replacement hoses from original materials, albeit with hose to endure today's alcohol-rich gasoline; Len also added an extra threaded male/female connection on both the supply and return hoses where they eminate from the front of the tunnel, such that one won't have to replace the polyamid tunnel lines themselves when the rubber ends next need to be renewed.

You will feel great when that engine fires-up for the first time. I almost wept....felt rather like when my sons were born!

Best wishes, John