Installing a 3.2 or 3.0 Engine... Options

[Biggles]

Hi All

looking for some advice from those members who have installed either a 3.2 Carrera or 3.0 SC engine.

Trying to gather information for my conversion but the consensus of opinion is one of the following:

3.2 Carrera
standard engine with 40 IDA3 Webers - will they bolt on and how much adaption work to the manifold is required? Heard the port sizes are vastly different ?
915 magnesium case gearbox with a aftermarket gearbox mount - is Patrick MS the only one who does this?
SC flywheel required to suit 915 box?


3.0 SC engine
standard engine with 40 IDA3 Webers - should bolt straight on with no port adjustments?
915 mag case as above or early 911/01 gearbox with standard 914/6 rear mount. intermediate late required for 911 gearbox ?


I definitely want to go the route of 40 IDA Webers but don't want to track the car, so not looking for top end speed just low to mid-range. What chokes have people put in for this application and how does it drive ?

Sorry, lots of questions !

thanks

Chris

[eitnurg]

I have run a Euro 3.2 mated to a 901 transmission for 20 years now, using 46IDAs. A lot of the details are lost in the mists of time but there have been 2 pains in the arse:

1) the carburettors. I've lost count of the blocked jets/tuning/adjustment issues I've had. Finally now worn throttle shaft on one side, fixing it is expensive or may not even be possible.

2) ignition timing. The standard 3.2 distributor has no advance mechanism and had to be replaced by an older one that did, MSD boxes proving unreliable. All the older ones are about 35deg all in, the euro 3.2 runs a high CR and won't tolerate this, it wants 25deg max. Eventually an older distributor was recurved to suit but it's a dying art and ever more difficult to achieve. (there's also a problem with the direction of rotation? Can't remember now)

The answer to both is Motronic. How I wish etc.

[SLITS]

I have run a Euro 3.2 mated to a 901 transmission for 20 years now, using 46IDAs. A lot of the details are lost in the mists of time but there have been 2 pains in the arse:

1) the carburettors. I've lost count of the blocked jets/tuning/adjustment issues I've had. Finally now worn throttle shaft on one side, fixing it is expensive or may not even be possible.

2) ignition timing. The standard 3.2 distributor has no advance mechanism and had to be replaced by an older one that did, MSD boxes proving unreliable. All the older ones are about 35deg all in, the euro 3.2 runs a high CR and won't tolerate this, it wants 25deg max. Eventually an older distributor was recurved to suit but it's a dying art and ever more difficult to achieve. (there's also a problem with the direction of rotation? Can't remember now) The 3.0 distributors are a mag trigger and reverse rotation (counterclockwise). I had an 007 "S" distributor that the PO changed the distributor drive gear to run in reverse of the 2.7L and earlier. Problem is that I am not sure the points work the same in reverse and the centrifugal advance weights in the dizzy aren't going to work.

The 001 911T dizzy has a max advance of 28 degress up to 6K rpm as I remember.

We installed an Electromotive HPV-1 and didn't look back.

The answer to both is Motronic. How I wish etc.