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Jaffar

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About Jaffar

  • Rank
    FUCHer

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  • Location:
    Perth
  • Ride/s
    BMW 135i, Lotus Elan, BMW Mini

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  1. It fits. Adapter plate has been machined up and fitted to LY7 clutch housing. I used an automatic housing as it was smaller and lighter than the manual and I am using a concentric slave. Engine fitted to the torque tube in 2 hours. Nice when all the planning for nearly a year comes together first time. The tolerances are a bit tight and will require a small amount of grinding at the crossmember and the top of the adapter plate. Motor mounts have been roughed out and are now being welded up. I hope they fit as well as this has. Have been busy in the meantime also constructing a new inlet plenum (about 7kg lighter than the stock item and takes a 92mm throttle body), refurbishing the suspension and bearings and refurbishing the dash, centre console and sun visors. Next up is to swap over the gearboxes and drive shaft to the refurbished items and then get the car back on it's wheels. That will probably take about another 9 months although with the Covid - 19 issue things have gone along a bit quicker as I have a bit more spare time. I'll post pics of the sun visors as I think they are turning out very nicely.
  2. XLR8 the vinyl is very good apart from a small amount of wrinkling on one side in a corner and the binding is good and not falling apart. Here is a photo of the radio.
  3. I have a few 944 bits and pieces that may be useful to someone: 2 new Febi early N/A control arm ball joints - $100 1980's Sony car cassette complete and in working order - $100 Cassette box in really good condition - $150 Aftermarket air cond fan coil unit. Suit either 944 or 911 - $100 Rear luggage venetian in brown - $50 924 rear bumper, no cracks etc - $100 Full pop up headlight mechanism - $250 Front brake calliper 944 N/A - $100 Brake Vacuum booster _ $100 2 x Mazda RX7 front alloy wishbones which can be used with some mods on a 944, see below photo - $75 The prices are only a bit of a stab in the dark. Please make an offer. I am trying to get rid of some stuff before we move. I will send a photo if interested. Terry.
  4. Not sure how to edit the title. Aggravates me as well, and I did it.
  5. One of the jobs I was not looking forward to was the replacement of the bushes on the rear torsion bar carrier (if that is what you call it). Ended up being easy, just heat it up as below and a give them a twist with a large set of adjustable pliers. I have read some of the most epic efforts of butchery to do this. Test fit of motor. The alternator was a bit close and needed a tweek to the bracket but the rest is pretty good. Purchased a tubular exhaust but found it needed a bit of adjusting with a oxy torch and a hoist. Exhaust still has a ground clearance issue and will require more brutal intervention. Next step is the adapter plate. I found most of the Porsche dimensions on US web site and only had to supply the clutch housing and the required thickness. Once I have ascertained the adapter plate is ok I will pull out the auto trans and install the manual and the refurbished rear suspension. Does anyone have any suggestions of sound proofing for the fire wall and interior?
  6. Correct, thank you. Not sure how to change the title.
  7. Air conditioning condenser similar to that used in 911 install. Fan operates and holds gas. $150.
  8. Looking for a 968 M030 front sway bar. Cheers.
  9. Engine out, test fit crossmember and oil pan and all fits nicely. In fact the pan looks lost in there.
  10. Things have been moving forward. See photo of front subframe and steering rack. As opposed to making up a complete new front cross member a little mod enabled the rack to fit nicely. Give the crossmember a shot blast and a spray of silver paint and you would knot know anything was done. The rack required the mounting lugs to be removed and a bit of grinding at some of the webs and it could then be mounted with the 944 saddles using the Mini bushes. The arrangement will need a bracket to stop any possible sideways movement, but there is a lug on the rack to facilitate this. I had a pair of new arm's made up to adapt the rack to the ball joints. Interestingly the whole lot was the same threads. The biscuit engine mount is from a Landrover and the steering U joint is from Borgeson in the US. I am replacing the whole of the steering shaft with Borgeson parts which then adapts to the 944 steering column. Their stuff is really nice. The front wishbone is Mazda RX7. Will be using a early 944 ball joint with fabricated alloy plates to hold them. The length of the front wishbone is correct and it looks like a Whiteline poly bush from a Toyota Landcruiser will adapt the wishbone to the rear wishbone mounting. Unfortunately one of the mounting bolts was sheared at the chassis rail. Does anyone know where I can get hold of the very heavy washers that are used on the rear wishbone mountings? Tomorrow the old motor comes out and trial fit the new.
  11. A further look at the motor did not turn out well. One of the tricky intake cam shaft features (dual lobes to change the degree of lift) had seized and caused quite a bit of internal damage. Not worth trying to save the motor considering what I purchased it for and so out it goes. And that is the reason why it was so cheap, could of at least told me. I guess I was a bit naive. I have been looking for alternatives and think the best bet will be home grown. Will follow up on that in a few weeks. The gearbox will end up being by far the most expensive single item of this project so before I pull the trigger on buying all the parts will look at the engine swap in some more detail to see if it is all worth the pain. Have mocked up the brake caliper adapters and that all seems to work. I will go through this once the bits and pieces are machined up but I am a bit surprised about some of the dialogue over brake conversions. Also have rough fitted the Carrera GT front end. That all seems to fit without too much pain. There will be some fibreglass repairs but not that difficult.
  12. Had another fright when someone I was corresponding with in NZ mentioned that the TT on a 944 was larger in diameter than the 924 TT. Took a bit of research to ascertain the they were the same. If they were different then there would have been a few problems mating the 944 drive shaft into the 924 TT. All good. The spacer/template returned for a bit of modifying to get the clearing bubble for the starter sorted. That is now done and the whole lot is ready to go down to the CNC guys for the bell housing to be made. I took the gearbox to the repairers I had used on my Lotus for an inspection. They stripped it apart and here is the bucket of junk: There is quite a bit of work to be done including all new bearings, 3 new synchro rings, 3 new dogs and a shift sleeve, plus seals etc. All the gears, shafts and the CW&P were good. It was at the point of no return as the shift fork had loosened and was about to fall off. All the parts required are surprisingly available through Porsche or aftermarket. A firm called Catellus in the US can supply the whole lot. It is, however not cheap. The bearings are the biggest cost at nearly $US 2000 as they are Porsche items. I am currently contemplating whether it is worth proceeding with this gearbox or just finding a rebuilt 944 item in Australia. It appears they are up to $AU 5000 to buy and the rebuild will be a similar cost, if not more, but a lot sexier. I want to throw a LSD at it as well. I though the ecu would be the big cost but this is close if not more. Tomorrow is take the intake manifold off the motor day and see whether it looks like a 40,000 klm motor as I was advised when I purchased it. Will also clean the intakes, as being a DPI motor it will have some carbon build up and pull off the timing chain covers to see if there is any damage to the chains and tensioners. These are the big maintenance item on these motors. Change the oil regularly and the rest looks after itself.
  13. Just pulled the bearings from the G31 torque tube. What a beggar of a job. At least I now have some experience for the extraction of the drive shaft and bearings from the 944 tt. I found a rather large lump of cast iron with rubber retainers on either side in the middle of the tube. Can anyone tell me what it is for? When I see the You Tube videos of refurbishments none look to insert it or discuss it. Received the starter and alternator from Europe. $150 for the lot with 5500 klm on them. Nice thing about VAG parts is they are plentiful and interchangeable. The starter is really small. I can now add the starter mounting holes to the modified template and send the template, bell housing and CAD drawing of the template to have the adapter made. Finally trying to get any dimensions from the ally flywheel manufacturers is impossible. Will have one custom made by the firm doing the adapter, found that I can use a Mazda RX7 pressure and clutch plate in this application. The plate has the same shaft and spline count as the 944. Very handy. These are cheaper and available with lots of different configurations.

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