Always loved your car Paul. Part of me is sorry to see you sell it, but... a 1972 911S is on my "drag home" list. The Lane Family "drag home" list consists of cars that we would drag home under almost any circumstance or state of abandonment/disrepair because they are so beautiful/special/unique.
And a 72 911S is way way high on that list. You also mentioned another project speedy? Wow - can't wait to see that one as I suspect it will be even more spectacular than this car. One tough act to follow.
angela
I am glad to see that Paul has gotten the enjoyment that he wanted from this engine after the bugs were all sorted. The older members of the forum remember what all the fuss was about and I am glad to see that all is well.
I will say that 3 years ago when Paul purchased his engine we lacked some of the nifty developments that we have today and what we did have was more expensive. I have made a ton of breakthroughs in the last 3 years that make more power and do so cheaper, of these the biggest is the exhaust systems. No longer is exhaust a "pain"... We have systems that cost roughly the same as their Type 1 counterparts (made by the same company) and they bolt right into a Speedster (difficulty may exist with some brands while others are a bolt in)
The other big development with the engines has been our CNC ported cylinder heads, which are now ALL I sell or use on my engines. We had an issue with Pauls engine early on that was head related and necessitated a tear down for repair. This repair was related 100% to the fact that the head we used was a "Rebuilt" head casting and while it was inspected it had the sometimes hard to spot problem that created Paul's issue. When something causes me an issue I learn from it and Pauls engine was the LAST engine to ever leave my facility with a cylinder head that was not 100% brand new... Judging from Paul's post and other reports I have heard from him once the head was repaired the issue was solved and the engine has worked perfectly with only a couple of tossed fan belts. The CNC heads are 100% new castings that make more power than any other head we have utilized, we now have 170HP engines that use the same combination as with the old head program to get 150HP. Paul's engine made 218 HP on my dyno and with these heads I'd say that number would increase a solid 5-7% based on what we have seen so far.
Since the issues with Paul's engine I have changed my engine program a lot and don't do very many of these "Super Hero" engines any longer, so I have not built an engine thus far that is similar to Pauls with the new heads. I do have a couple of 2.8 Super Hero engines coming up in the next year that will use them and a 3,192cc engine that will also use them when it's turn comes on my bench (It's going into a speedster)
So after 3 years Paul's engine is still going strong and I'm glad to hear that. At the same time my engine program and developments for the Type 4 have also grown by leaps and bounds. More people have decided to go down the path that I beat to a dusty pulp on a daily basis and that has helped get more developments made and also dropped the prices of the more baseline components.
I'm happy and it looks like Paul is as well. For the past 3 years Paul and I have not made any contact and I have not supported my engine due to the "Things" that happened 3 summers ago. I would like to let Paul know that if he should need support, or if the new owner of the car needs support that I am here and I still remember 95% of whats in the engine and what it's settings are. For the things that are not in my head I still have a full blueprint of it on my network and have all the replacement/repair parts. Let me know if you need help with those fan belts..
I will say that 3 years ago when Paul purchased his engine we lacked some of the nifty developments that we have today and what we did have was more expensive. I have made a ton of breakthroughs in the last 3 years that make more power and do so cheaper, of these the biggest is the exhaust systems. No longer is exhaust a "pain"... We have systems that cost roughly the same as their Type 1 counterparts (made by the same company) and they bolt right into a Speedster (difficulty may exist with some brands while others are a bolt in)
The other big development with the engines has been our CNC ported cylinder heads, which are now ALL I sell or use on my engines. We had an issue with Pauls engine early on that was head related and necessitated a tear down for repair. This repair was related 100% to the fact that the head we used was a "Rebuilt" head casting and while it was inspected it had the sometimes hard to spot problem that created Paul's issue. When something causes me an issue I learn from it and Pauls engine was the LAST engine to ever leave my facility with a cylinder head that was not 100% brand new... Judging from Paul's post and other reports I have heard from him once the head was repaired the issue was solved and the engine has worked perfectly with only a couple of tossed fan belts. The CNC heads are 100% new castings that make more power than any other head we have utilized, we now have 170HP engines that use the same combination as with the old head program to get 150HP. Paul's engine made 218 HP on my dyno and with these heads I'd say that number would increase a solid 5-7% based on what we have seen so far.
Since the issues with Paul's engine I have changed my engine program a lot and don't do very many of these "Super Hero" engines any longer, so I have not built an engine thus far that is similar to Pauls with the new heads. I do have a couple of 2.8 Super Hero engines coming up in the next year that will use them and a 3,192cc engine that will also use them when it's turn comes on my bench (It's going into a speedster)
So after 3 years Paul's engine is still going strong and I'm glad to hear that. At the same time my engine program and developments for the Type 4 have also grown by leaps and bounds. More people have decided to go down the path that I beat to a dusty pulp on a daily basis and that has helped get more developments made and also dropped the prices of the more baseline components.
I'm happy and it looks like Paul is as well. For the past 3 years Paul and I have not made any contact and I have not supported my engine due to the "Things" that happened 3 summers ago. I would like to let Paul know that if he should need support, or if the new owner of the car needs support that I am here and I still remember 95% of whats in the engine and what it's settings are. For the things that are not in my head I still have a full blueprint of it on my network and have all the replacement/repair parts. Let me know if you need help with those fan belts..
Take THAT, TC! Neener-neener-neener!
(Oh, wait. never mind. I forgot you've got one of those Type IV thingies ...)
(Oh, wait. never mind. I forgot you've got one of those Type IV thingies ...)
It's possible to wedge a T4 PANCAKE into the CMC. Considering a turnkey 1600 T1 is $1500, I had the time so decided to rebuild a T4.
The total cost in parts was under $800 for a complete bottom&top rebuild including cam. $300 top end and flywheel machining.
$400 for the core. $1500 total , took me a month with the fancy BUGPACK header alteration(see other pics).
I installed it on the pan then lowered the body and trimmed some tin and shave a few minor nubs on the blower. Blockoff bus filler, add 914 oil breather/spout. A little creative tinwork was requires to seal the compartment. The apron heat shielding was done with asbestos cloth, fiberbatt and turkeybaisterpans.
The rear framebar/bumper mount will hafta be cut and rewelded with flanges when rebuild time comes, but hoo cares. Thats what MIGs are for.
DT
The total cost in parts was under $800 for a complete bottom&top rebuild including cam. $300 top end and flywheel machining.
$400 for the core. $1500 total , took me a month with the fancy BUGPACK header alteration(see other pics).
I installed it on the pan then lowered the body and trimmed some tin and shave a few minor nubs on the blower. Blockoff bus filler, add 914 oil breather/spout. A little creative tinwork was requires to seal the compartment. The apron heat shielding was done with asbestos cloth, fiberbatt and turkeybaisterpans.
The rear framebar/bumper mount will hafta be cut and rewelded with flanges when rebuild time comes, but hoo cares. Thats what MIGs are for.
DT
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Looks like you did some good fab work to make that happen. I would be most concerned with the fact that the air entering the cooling really has to fight to get around all the obstacles to the fan inlet.
Are you measuring temps?
Are you measuring temps?
Thanks Jake, yeah the 2" rear frame is about 4" away from the fan. It gets air both above and below the frame so think its getting enough-- but the turbulence is probly substancial.
I need a hole behind my lic. plate; tried to check the timing from above using a mirror.
Very inconclusive! But would, say, a 4" hole actually suck air OUT, due to the vacuum created at speed at the rear of the car? (A bus rear probly creates much larger vacuum)
Just what I need, another asthematic in the family!
2 digital CHT sensors with programmable alarms are nearly ready to install.
DT
I need a hole behind my lic. plate; tried to check the timing from above using a mirror.
Very inconclusive! But would, say, a 4" hole actually suck air OUT, due to the vacuum created at speed at the rear of the car? (A bus rear probly creates much larger vacuum)
Just what I need, another asthematic in the family!
2 digital CHT sensors with programmable alarms are nearly ready to install.
DT
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Images (1)
funny story...Carey at Beck/Jake Raby doing build for me...due fall 06??...my 9 year old son has overheard conversations with Jake and my babble...teacher called from school concerned that I had "RABIES"......I laughed for 2 days...KIDS...luv'em...anyway monster 2615/fuelie/fully Jaked trans/Quaife LSD...carey beefing suspension/sway/axles/big discs/big calipers......great guys to work with and work well with each other/speak same language....eyeball squis performance !!!!!!!!!!!!!