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Very quiet on here given we are in lockdown!

daviespaj

daviespaj

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Ok, I haven't had much spare time as I am working from home, but did manage to finally get the engine and gearbox mounted on to stands for cleaning and refurbishment. Getting the engine though a single door into my workshop from the garage proved a little tight. Unbolting the inlet manifold and rotating the engine did the trick. I will do a whole lot of cleaning and strip the engine accessories off ready for a rebuild. Probably will use Ninemeister for the rebuild? I did consider trying to rebuild it myself (I am an engineer and have done a number of 'normal' engines in the past). However the Porsche engine is not quite like most standard engines and I could cause a whole heap of trouble if I get it wrong!




 
I did purchase one of the books on rebuilding a Porsche engine, it is essentially based around the 3.2 engine rather than the 964 3.6 engine. I guess much is the same, but it's the inside knowledge a specialist would have on this particular engine especially around oil leak prevention (particular problem on the early generation engine). I am still a little on the fence, let's see how the strip down goes? Can't cross any threads while taking it apart (lol)!
Cheers
Peter
 
I understand that the original 964's didn't use a head gasket which in 80% of the cases was OK.
However those 20% suffered excessive oil loss and had rebuilds where a recess was machined in the cylinder head to allow a gasket to be installed. I think my C2 was one of those as it was registered 23/10/89 and had a rebuild at 50k.
 
Interesting comments, I was told that in order to fit the later head gasket you had to change the cylinder barrels to the later type? This is why I feel uncertain about having a go myself, what are the various bits and pieces that need to be changed or modified other than bearings, rings etc? Although the engine has completed almost 180k miles it ran well but leaked oil like a tanker on the rocks.
 
Early engines were built without a cylinder head gasket, and in a small percentage of engines, can leak. Porsche fixed those that were found leaking at that time, with leaking being defined as wet to the touch. In 1991, Porsche updated the production engines by adding a cylinder head gasket, redesigning the cylinder head base, and installing all steel head studs. The 1990-on 964's use a dual mass flywheel, which helps isolate drive-train vibration, however, the early Freudenberg units proved unreliable. In 1992 Porsche changed to LUK-manufactured units, which have stood the test of time. In late 1993, Porsche added a vent kit for the distributor, to help prevent the dual distributor rubber belt from breaking due to ozone concentrations. There is a $10 kit to add this to earlier 964's. 1989-1991 964's need different spacers on the steering rack if you want to fit 17" wheels. In order to store the top on the Cabriolet model, the rear suspension geometry was changed for all models in 1991, which is important to know if you make any rear suspension upgrades. As a Digital Motor Electronics (DME)-based Porsche platform, 964-owners should consider carrying a spare DME relay (part no. 993.615.227.00, around $22) in your glove-box.

Copied from https://members.rennlist.com/jfk964/porsche_964_faq.htm
 
Hi David
Thanks for the couple of links, very useful. I have downloaded the Porsche workshop article and considering purchasing the DVD from Pfixit.
 
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