914-6 engine question, up to which size of cylinder can i go Options

[freezing14]

i am looking at rebuilding my -6 engine and i am looking at how variable can i go and keep the cost down,, I will need a set of P/C for my car,, can i put 2.2 cylinder with the 2.0 base,, how about 2.4,, i need to rebuild the carb too so they would be mod to match

thanks

(IMG:http://www.914world.com/bbs2/html/emoticons/beer.gif)

[alpha434]

The 2.0-2.7 blocks are all the same. The cylinders can be large enough to accomodate 3.0L


Specs and numbers to come.

[freezing14]

I would like to know what size keeping the same crank and rods,, it will be a driver, no ax, no race,, just close to original keep the cost down

thanks

[Mueller]

QUOTE (freezing14 @ Feb 24 2006, 12:16 PM)

i am looking at rebuilding my -6 engine and i am looking at how variable can i go and keep the cost down,, I will need a set of P/C for my car,, can i put 2.2 cylinder with the 2.0 base,, how about 2.4,, i need to rebuild the carb too so they would be mod to match thanks (IMG:http://www.914world.com/bbs2/html/emoticons/beer.gif)

you shouldn't be touching a /6 motor until you have Bruce Andersons book...shame on you !!!!!!...now go sit in the corner for 5 minutes and then order his book !!!!!

911 engine handbook

[alpha434]

Ok. I'll get the "911 book" by Bruce Anderson.

Not actual title. All of his writings are incredible. You'd do well to get one or all of them to go with your 6.

[alpha434]

Someone beat me to it.

(IMG:http://www.914world.com/bbs2/html/emoticons/av-943.gif)


There's another one too. Better for just engine work than the Performance handbook.

[mikey]

I believe the displacement can be raised to 2.4 by just changing P&Cs. Any higher than that and the case would need to be machined, I think. (The 911 engine specialists will chime in if I'm wrong).

I went to 2.4 and installed a counterweighted crank in the original case. The only modification made to the case was when my machinist added oil squirters to cool the underside of the pistons. Everything else was bolt-on (see my blog for details).

Mike

[Mike D.]

2.2 - anything else will require machining - 2.4 has a longer stroke crank.

[pete-stevers]

eh-hem
not all cases from 2.0- to 2.7 where the same (IMG:http://www.914world.com/bbs2/html/emoticons/slap.gif)
perhaps that info is not in the magazines you read......

[alpha434]

Heads will still have to be machined. And machining anything on one of these engines should be cheap and easy. Block, cylinders, heads.

[alpha434]

QUOTE (pete-stevers @ Feb 24 2006, 11:37 AM)

eh-hem not all cases from 2.0- to 2.7 where the same (IMG:http://www.914world.com/bbs2/html/emoticons/slap.gif) perhaps that info is not in the magazines you read......

Straight from Bruce Anderson's book. I have it right here. I would'nt try it with the early magnesium cases, if that's what you mean.

[sixnotfour]

biggest bore 2.2 84mm bored to85mm.easiest
you can bore the case , but not long life
to go to 2.2 p/c,s you have to cut the heads , then you have a crappy head shape so you should buy 2.2-2.4 heads, then you should have piston squirters installed into the case then you need the oil bypass mod.,and a bigger oil pump,
add a 2.4-2.7 crank and rods ,then bigger ports , and cam change .
If you want a big -6 buy a big -6
bottom line how much do you want to spend ?(IMG:http://www.914world.com/bbs2/html/emoticons/beerchug.gif)

[Mark Henry]

I "believe" you can do a 2.5 but from porsche they are an ultra rare P/C set.

I can get you a LN nickies P/C set if you like (IMG:http://www.914world.com/bbs2/html/emoticons/wink.gif)
As big as you can go.

[lapuwali]

The 2.0 to 2.7 cases are NOT all the same. There are sand-cast aluminum cases (early 2.0), small spigot mag cases (later 2.0 to early 2.4, I think), big spigot heavy-duty cases (late 2.4, 2.7). Some have piston squirters from the factory, some don't. Some have different arrangements of things like oil pressure relief valves.

Anderson's book goes over all of this in detail.

You can certainly do a 2.2 or a 2.4 from a later 2.0 case. If you have an aluminum 2.0 case, then sell it to a vintage racer for big bucks, and and use a more common set of cases for your mods.

[alpha434]

2.2-2.4 was achieved by increasing stroke.

Bore could be increased to 95mm.

Oil relief valves were all the same just in different locations. They were for the dry sump system. Oil squirters can be added easily. Everyone's right about slightly different case design. They went from Mag-Heavier Mag-Alum-Heavier Alum.

All the journals and everything are the same on the inside. Heads were upgraded to take bigger valves. Basic stuff.

[alpha434]

QUOTE (lapuwali @ Feb 24 2006, 11:39 AM)

You can certainly do a 2.2 or a 2.4 from a later 2.0 case. If you have an aluminum 2.0 case, then sell it to a vintage racer for big bucks, and and use a more common set of cases for your mods.

He's right about selling the case. I'm too used to piddling with whatever I have available.

[sixnotfour]

2.2 bore increase from 2.0
2.4 is a 2.2 bore with a stroke inrease.

QUOTE

Oil relief valves were all the same just in different locations

same location, they are different

[mikey]

[/QUOTE]2.2 - anything else will require machining - 2.4 has a longer stroke crank[/QUOTE]

Thanks for clearing that up. So counterweighted crank has a longer stroke than the non-CW.

[alpha434]

No. CW has nothing to do with any of it. Except that you'd do better to have the beefier case with the CW crank.

[alpha434]

The early 911T had CW. 2.0-2.0
Other 911s had non-CW

2.4-3.0 all have CW. Unless you get a different crank.

And the REALLY big engines all come with CW.