DDK - Die Deutschen Klassiker

Chris,

Take a look at point 7 under the Oct 25 post in my IKEA to Blut orange resto thread. In my view it is the top way to set the staic timing. Hold the no 1 lead 4mm from the engine body and rotate the crank by hand with the ign on and see when you get a spark. Then turn the distributor until you get the spark at the right setting for your engine. This turned out to be the optimum setting and my engine fired straight away ....... once I sorted the mfi flooding!

I found this better than all the other options for static timing.

Good luck .... I know how stressful this phase is!

Mick

I recently tried to fit 914 flanges to a 901 transmission, they appeared to fit OK but when the securing bolts were torqued up it locked the differential. It may be dependent on the exact variation of 901 transmission, but if you didn't check that the flanges rotated freely after torquing the bolts it would be worth checking before driving the car. If everything is OK I would be interested to know which transmission you have.

Barrie

H'mmm, Barries observation may throw light on Jury's diff seemingly going tight when filled with oil. The oil may have been a curve ball if he didn't check the transmission and diff being free after torquing up the drive flanges.

Jury... deffo worth checking...that free spark method is a good tip too for basic timing.

904GTS wrote:I recently tried to fit 914 flanges to a 901 transmission, they appeared to fit OK but when the securing bolts were torqued up it locked the differential. It may be dependent on the exact variation of 901 transmission, but if you didn't check that the flanges rotated freely after torquing the bolts it would be worth checking before driving the car. If everything is OK I would be interested to know which transmission you have.

Barrie

Hi Barrie,

I torqued the flanges to spec without any Oil in the Gearbox and afterwards the differential was still moving as it is supposed to. As Andy says, when I added the Oil the viscosity prevented me rotating the flanges around the Diff by hand.....but it has got me thinking. I am going to fit the Driveshafts and rotate the wheels to make sure all is good. But as I say, all was ok and rotated correctly before adding the Oil.

I will double check everything and report back.


Cheers
Chris

Chris is your gearbox a 901 or a 911 ? I checked through some output flanges today and it would appear that the depth of the shaft is 5mm longer on the 901/13 gearbox I have compared to the 914, 911 and 915 output flanges which measure approximately 56mm from the splined end to the start of the collar which runs in the oil seal. I 'm guessing that Porsche changed the differential design with the 911 gearbox, which was at the same time the 914 was introduced. Hopefully your gearbox has the later diff. and everything is OK with the 914 output flanges.

Barrie

This Site is such a great resource and better than that friendly advice to boot, Barrie don't suppose you have a spare set of fine spline four bolt two dowel 108 mm diameter 915 gearbox flanges, I'm sure my welded ones are ok but its still there in the back of my mind each time I accelerate out of a corner......

904GTS wrote:Chris is your gearbox a 901 or a 911 ? I checked through some output flanges today and it would appear that the depth of the shaft is 5mm longer on the 901/13 gearbox I have compared to the 914, 911 and 915 output flanges which measure approximately 56mm from the splined end to the start of the collar which runs in the oil seal. I 'm guessing that Porsche changed the differential design with the 911 gearbox, which was at the same time the 914 was introduced. Hopefully your gearbox has the later diff. and everything is OK with the 914 output flanges.

Barrie

Hi Barrie,

My gearbox is 911/01 #7102837

I measured the output flanges that came out of the Gearbox and as you say they are approx 56mm from spline end to collar. I have a photo of the measurements taken for the 914 flanges, but I need to search for it. I have the 914 flanges fitted and torqued to spec using the Stretch bolts that were originally fitted with the Gearbox.

I rotated the flanges this morning, there was an initial resistance around the diff but they are now moving freely. I can rotate them by hand, there is some resistance but there is no binding or locking. I guess the initial resistance is the cold oil, and resistance felt when rotating by hand is normal ? However, there is a small amount of play in the right side flange, but I think/hope this is the Backlash ?

I am going to give Mike Bainbridge a call today and double check everything with him....but as I say the diff is moving correctly without any binding or locking


Cheers
Chris

The 911 gearbox has the same diff set up as the 914. The earlier 901 is slightly different. Don't forget the late 901 boxes had the dreaded simplified diff, where the spider gears are supported on two tiny pins at the end of the flange bolts. If you remove both flanges at the same time (Barrie?) the spider gears can drop inside the diff.

Barrie - here are the dimensions of the 914 output shafts I sent to Chris:

Just got off the phone with Mike.....Thanks Mike

I am going to take out one of the flanges tonight and do some more measuring. I will double check everything and report back, but in theory it should work.


Cheers
Chris

Will update on the Gearbox solution soon...



However...today I had the afternoon off work to look after the kids, and after 2 hours at the swimming pool Phil called to ask if we should have another attempt at starting the car. Phil shows up at 5:05pm

From our failed attempts last weekend, we worked out that the Dizzy was 30 degrees out ! We were trying to fire on Cylinder 1, but actually we were firing halfway down Cylinder 6, no wonder it didn't start

So earlier in the week we hand rotated the engine to TDC. We then removed and refitted the Dizzy and got the rotating arm aligned correctly.....time to see if it worked.....



VIDEO https://vimeo.com/89636087

Spot the hair continuity error



Hmm ???? It sounds and smells better, and there are no smoke rings this time, but still something is not quite right

Phil: '' Lets rotate to TDC again, I think the rotating arm might now be at Cylinder 4''
Me: '' Whatever you think Phil, the kids have nearly finished their Tea and I need to get them in the Bath before Rebecca gets home ''

Rotate to TDC , Dizzy cap-off and Hey presto the arm is pointing to Cylinder 4. Remove Dizzy, rotate and replace....

So what happened next .....

.....well at 5:25 pm on March 20th 2014, with the sun beaming down on a beautiful Spring evening.....

this happened.....

VIDEO https://vimeo.com/89636905





The I-phone is a great invention, but it really does not do it justice.....it sounds amazing

VIDEO https://vimeo.com/89643097







Thanks to everyone on here for getting me this far.....you know who you are, really couldn't have done it without you.


But a really big thank-you to Phil ( he will be riding shot gun to CLM ). This guy is great, he has wired the car from scratch, literally and just knows stuff




Onwards


Cheers
Chris

Hammer! (as they may exclaim round your way)

You've cracked it Chris, great moment and well done.

Well done Sir !!!

Certainly made me smile !

Steve