a little more progress this weekend. i did the IMS retrofit, stripped down the old motor, removed the water pump, oil pump, etc. from the new motor, & did a few misc. other things.
MOST of it was smooth sailing. i have to admit, i was nervous during the IMS retrofit process. i locked the motor at TDC & removed the tensioners. since i had the engine on a stand, i had to rotate the engine a bit to get to the IMS. i was a little afraid that twisting the motor on its side would make it more prone to jump time, so i kept it as close to level as i could while the tensioners were out.
the old bearing was VERY easy to remove (double row). i just cranked down on the LN tool until there was a slight pop; continued to twist until it came out. the old bearing was in GREAT shape (the new one, even better!). i must say, charles' design is really good. the new bearing is a beast. after i removed the old bearing, things got a little trickier for me. first, the center piece got popped WAY back into the IMS; i had to fish it out with a magnet. frustrating! second, i couldn't find a piece of the old retainer ring! the piece circled in red seemed to disappear after i removed the old bearing:
i was afraid it somehow wound up inside the motor.......i cleaned up the shop a bit & found it, thank god, so all is well. installing the new bearing was a little tough for me. i wound up using the bearing driver tool & GENTLY tapping with a metal hammer; dead blow & plastic just weren't getting it done. the new retainer clip is a spiroloc; never used one before! seemed like a total pain until i figured it out; then it just went right in. from there, it was a snap. installed the flange & tensioners, rotated the motor a few times, & checked the cam indexes. all looks well!
i did rotate the motor up on its side later to gain better access to the exhaust manifold studs. MAN were they corroded! i hit them with penetrating lubricant & significant amounts of heat to no avail........two for twelve!!!! that's right, i have twelve studs stuck in my block:
the combination of annealing that comes naturally with the heating & cooling of exhaust bolts along with lots of corrosion & sitting on a shelf for years just wrecked the properties of the bolts. i tried hardening one to see if it would help. nada. since they're all so soft, i think my best bet is to anneal them all, grind them flat, & drill them out. there are about 3/8" of stud protruding from each hole, but the metal is so soft & the corrosion bond so strong, i think i'd just be wasting time trying to extract them this way. ugh. at least the motor is out of the car. maybe i will try a little dry ice before i start drilling.....
one oddity: after having the motor on its side for awhile, some engine oil came out of the spark plugh holes! the old plugs look great; not oil fouled or anything, but having the motor on its side certainly allowed some oil into the combustion chamber. it seemed like a lot more than would normally seep past the rings.....hopefully not an omen.
i had planned to button up the front of the motor, but i'm waiting on my chromoly oil pump drive from LN engineering; they left it out of my box. no worries; charles overnighted it today. here's the front of the block all cleaned up:
finally, i deleted the secondary air system. the RoW DME program i will be running does not use the secondary air injection system. accordingly, i will not be installing the ancillary check valves, solenoid & plumbing. porsche actually makes blocker plates for the openings:
this will save money & headache in the long run. i will be removing the pump from the car, as well.
total time this weekend: 6 hours. most of it was cleaning, removing gasket material, & trying to extract the exhaust bolts without snapping them off. FAIL.
Threaded Mode
