Engine Rebuild

The education process on my engine rebuild started when I realized I did not know what I wanted or who I wanted to do the work. This was going to take a while and since I my goal for the car is to drive it as much as possible, the first step began when I bought a spare engine I could use while figuring out some answers.

The choices finally came down to 3 people and ultimately to Hi Tec Automotive in San Rafael, north of San Francisco. These guys are a full service independent Audi and Porsche shop for 18 years starting with late model cars just out of warranty back through 356 including a number of four cylinder race cars.
040313-l0191 3/13/2004. Here is all that could be seen of my old engine. The case, crank and heads are at the machine shop. The news on all these pieces is ok so far. The crank will be ground 10 under and nitrided. The case will have to be align bored because the openings are now oval. The heads will be fly-cut to handle larger diameter pistons as the engine will be converted to 1720 cc using Shasta pistons. The case had been welded once to fix a crack at the mounting point for the oil cooler, not an uncommon occurrence. I dropped off the carburetors from the spare engine and the original 022 distributor as candidates for rebuilding.
040415-001 4/15/2004. Here is the head after returned from the machine shop. The cylinder top slides into the circular area and seals against the flat surface at the edge. We are changing to a 'big bore' kit where the diameter of the cylinder bore increases from 82 to 86 mm. This means that the wall thickness is smaller and the sealing edge does not have to be as large. The combustion chamber is contoured to match.

Removing material in the combustion chamber also will increase the size of the combustion chamber slightly. The target compression is 9.0 to 1 instead of the 9.25 to 1. This will sacrifice some performance but increase engine life.
040415-003 4/15/2004. The machine shop fitted the heads with new valves, guides, springs, seals and keepers. There are new helicoils in the spark plug holes.
040726-006 7/26/2005.
040922-390 9/22/2004. These are forged Shasta pistons from Duane Spencer. The tops were ceramic (zirconium) coated and the sides are Moly coated. The top coating is designed to reflect the heat and force it out the exhaust. The Moly coat is a friction reducing modification.
041006-002 10/6/2004.
040610-006 10/6/2004. Head studs from Raceware.
L1020087 9/28/2004. Raceware head studs installed in the case.
L1020091 9/28/2004
L1020094 9/28/2004
L1020096 9/28/2004
L1020099 9/28/2004
L1020107 9/28/2004
L1020112 9/28/2004
L1020114 9/28/2004
L1020121 9/28/2004
jt-17 When a crankshaft is ground, typically in 0.010 in. increments, or the case is align bored, again in 0.010 in. increments. Each time this is done, a different set of bearings is required from the standard size. 'Std-std' bearings are readily available. 20 over - 10 under bearings like mine are not easily found. The first attempt to find bearings was futile. Eventually a made-up set was found using a partial set from a 356C and the last special ordered from Germany.

When these were inspected prior to installation, they were found to be scratched as shown above. Immediately a call was made to find some more and they were found at a standard source. In the space of a few months, they changed from 'NLA' to 'in-stock'.

The adage is true. Measure the parts, find the bearings, then do the machine work. The cost of rare new bearings can change the decisions made on what parts should be purchased and what machine work should be ordered. Alternate cases or crankshafts may be easier to find than new bearings.
L1020249 12/4/2004. My brother Pete and his wife Lydia visited us from New York, flying through the San Francisco airport. We took them back to the airport through San Rafael to see the engine. Here it is, waiting for the exhaust system and some plated parts to get back from the coating vendors.
L1020242 12/4/2004. The carburetors were rebuilt by Harry Bieker. Aren't they beautiful? Cleaned, machined, new shafts, bearings and butterflies. Parts all plated. They look better than new!
L1020243 12/4/2004. There were some issues with them and I would recommend they be checked carefully before use. We had problems with one float, a mismatched jet and some leaks.
L1020245 12/4/2004. Here you can see the CSP pulley - very nice. And the powder coated generator pulley. After driving a hundred miles in the rain, I had some generator problems and then some issues with the fan belt.
L1020260 12/27/2004. CSP also supplied the full flow oil filter. It uses a Fram HP1 high performance racing filter, good for 10 GPM with a maximum operating pressure of 200 PSI, 500 PSI burst and a 25 micron rating with a pressure relief valve and an anti-drainback valve.
L1020262 12/27/2004
L1020268 12/27/2004. This is a standard Bursch street exhaust system - an inexpensive one that does not include the capability to unbolt the muffler as others can do.

We made some modifications to it. First tabs were welded on that are used as standoffs to attach to the sheetmetal above. This is the same idea as the stock exhaust.

An Oxygen sensor fitting is welded to the pipe. This fitting has not been used yet.

The system was then ceramic coated. The hope is this coating will extend the life of the system and will force more of the heat out the exhaust pipe and radiated less into the engine compartment.
L1020264 12/27/2004
L1020265 12/27/2004
Last modified: Sat, 25 Dec 2004


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