DDK - Die Deutschen Klassiker

Strictly wrote: How much are your high compression P's? What is your guestimate for the price to bore the cylinders? Like you i want more power from the T engine, but havent yet decided to either go for it or rebuild as standard. What is your estimate for increase in BHP/Torque? Still run the zeniths or ditch for webers?

My plan for Pistons are these: http://forged-pistons.co.uk/ Price £875 or whatever I can negotiate!
To rebore Bore should be about £150 all in.

Final power I have no idea, but the combination of E cam and 9:1 compression should liberate a few ponies, maybe 170?
I'm keeping the Zeniths, I can't believe these offer any restriction at sensible revs so it's just a matter of jetting.

Strictly wrote:E) I read in one of the technical spec book books that you shouldnt move the position of the con rods (i,e if it was #6 orginally, put it back on #6, assuming all in spec)?

My rods are going back in the same place, and I'm going to end over end balance them first.

All this is TBA as I haven't taken anything apart yet to find out what I have. I may find it's already got forged pistons, case mods and a later oil pump! Next weekend the engine is coming out, and once it's out I can't see me just leaving it in one piece for long!

I am not sure I understand all this but in the details for the pistons at the end it states
"These pistons have a compression ratio of 7.5:1"
Does that mean that you are raising the compression to 9:1 by skimming the heads or something else?

The major compression ratio increase is achieved by different pistons. It will also be raised (slightly) if the cylinders and head faces are machined to clean them up.

Must be careful not to go too far with CR or we start talking twin plugs and funny fuel

intresting. Thats a great price, i thought i was facing tripple that for P&C's. Ok, great i can do something similar.

Ive decided to watch and read, maybe ask the odd question, but otherwise not load your thread up with my own questions, i'll save them till im nearer - thanks for the advice so far, and answers to my questions - all duly noted!

The P&C price goes silly when you add the cylinders. The easy rebore on the T cylinders is the major cost advantage! Engine is coming out this weekend so I can see what I have.

So... Here we go.



Whilst the apprentice took the carbs off this morning I managed to tweak the missing disc in my lower back lifting the car slightly to get the jack under it... This has rather slowed the pace!

I went over to see Keith (myatt1972) who has kindly offered (along with Sladey) to lend me his engine stand. Talking cars for a few hours and looking at his lovely time warp '73 E gave my back a chance to recover, but still painfully slow going.

As I couldn't face any more lifting today I did the simple jobs, driveshafts (hateful things) etc and decided to spend some time stripping the top of the engine ancillaries so I don't have to jack the car as high to get it out. This was a good idea until I remembered those inaccessible shroud fixings in front of the oil cooler

Anyway got them eventually so this is were I stand just before the rugby starts!



At least one of the oil leaks is pretty obvious!

Great to meet you and have a chat today Gary, I'm sure with the help of your apprentice you will have this sorted in no time !

All ready to drop now, but still very much in there. My back is not playing ball, so all I've managed to do today is disconnect the rest of the cables and sweep the floor! Only four bolts stand between us and extraction now, but this is going down in history as the slowest 911 engine drop ever undertaken

Gary that is one clean garage floor. F1 standard

Don't be looking to take any of my slow records!

Wow Gary - did you nick that floor from work?!

Will follow this with interest Gary. Somewhat regret I didn't up the power in a similar way as you've mentioned on my newly rebuilt engine. Good luck with it all!

Chances are I won't up the power either depending on what I find when I (eventually) take it out and take it apart it may well stay stock.

Reading more around the subject suggests I would (understandably) need an external oil cooler and that's way outside the scope of the non existent budget.

We will see... Maybe tonight I'll risk my back and take it out!

OK so I decided that a dodgy spine isn't going to stop me, just take it really easy!

Comes out so easy with no fan and carbs as you don't have to angle it anywhere near as much.


Can't see these going back on. Cheap rebuild or not!


Why use the proper tool when this trusty ring spanner has never let me down!


Spot the leak:


Unfortunately it seems to have got to the otherwise not worn friction disc:


Spot the VW yoke that doesn't fit:


So it's going on the other side where it does rather than cut large bits off it.


I appreciate this will give me problems taking the cases apart as the oil pump is on the wrong side, but I'll cross that bridge later when the engine is much lighter and any spacers I need will impart less stress to the case.

That's it for tonight, maybe it comes apart tomorrow...

...once I've worked out how to get it off the floor and onto the stand without an engine crane!

Do whatever you need to do to the yoke, get the grinder on it if you want Gary.