In the late seventies, Porsche increased the horsepower of their engines causing them to retain more heat than they had previously. At that time, Porsche engine blocks were made of Magnesium, and the cylinders were made out of Aluminum. Porsche attached the cylinders to the block with head studs made out of an alloy called Dilivar – specially designed to heat and cool at the same rate as Aluminum and Magnesium… Unfortunately, Dilivar did not work as well as our friends at Porsche would have hoped, and because of the different rates heating of Magnesium and Aluminum, when the cylinders and engine block heated up and expanded, the head studs would pull out of their threads in the engine block, and would not return when the engine cooled. The engines would literally tear themselves apart after time.
Here we have a few images of what can happen when the heads begin to pull off of a 1977 Porsche 930 motor.
In this particular engine, the head studs had pulled out so far that the engine’s timing chain was pulled off of its guides and was riding on the bolts that held its guides and rubbing against the timing chain cover.
The expanding / contracting problem can become so bad that head studs will actually break… here are a few below.
We just installed the front subframe on the L89 Camaro today. After we make some additional changes to the car we’ll be dropping in the motor and transmission.
This very original 1977 Porsche 930 came in for some engine work. The car has suffered from some pulled head studs and also has a few rather unhealthy vacuum leaks. We’ve pulled the motor out for this job and will be working through the issues in the next few weeks.
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After a few months of bodywork, we’ve finally moved on the the final assembly stage. After installation of the sound deadening material, were laying the wiring before we install any major components. This will allow us to wire everything in as tidy a manner as possible without having to work around the engine and other cumbersome components.
This 1977 Porsche engine looks as if she might need a little bit of love. After running some quick diagnostic checks on the motor, we’ve found that there are some massive vacuum leaks, and the motor is running on just 2 of her 6 cylinders. All 6 spark plugs are pretty badly fouled and we’ve found quite a few nasty oil leaks.
This fully restored Ford F3 is in for a few quick items: new wing window, E-brake adjustment, and some trim work. After this she’ll be off to Montana for some July 4th parade time. Wow, is this truck beautiful, or what??
Kenny is almost finished with the fabrication for the 4-link suspension. We fit the rear end components today to check for alignment before he does his finish welding.
We’re eager to get the engine and transmission into the Hellcat #2 but were waiting on some wheel spacers that should be arriving today. In the mean time were installing the gas tank which required a little engineering since we are not using the original mounts that an OEM tank would have used.
I was watching TV the other night, and saw a nice looking Bentley S1 / Rolls Royce Silver Cloud in a Cottonelle commercial. Certain I had seen the car before, I had another look on http://www.cottonelle.com.
Right-hand drive, two tone gray over dove gray interior – surely this must be the 1958 Bentley S1 that came through our shop not too long ago…
After jumping to conclusions, sadly, upon further inspection, one of my colleages noticed that the grill of the commercial car has the distinctive boxy styling of a Rolls Royce grill (the Bentley grill is rounded), which means that this is a Silver Cloud, and not our S1.
Dave has now removed the engine from the Plymouth and we are working on prepping the block for the rebuild. The exhaust manifold is currently rusted solid to the block via some very old, very rusty bolts. Number of rusty bolts broken in the removal process….4 and counting. We’ll be drilling these out later so no problem there. The fly wheel cover was full of water so those bolts should be interested to remove as well.
We also tested the entire electrical system to find out if anything was usable. We found the points to be totally burned up, the distributor bushings are not so good. The wiring under the hood is in really bad condition but since we are running an entirely new harness in the car, we’re worry free in that region
This original 1947 Plymouth came in for a full restoration. This is a one family car and has always been garaged leaving us with a great restoration candidate. The body is totally rust free with the exception of two small spots on the floor and the motor is very usable for a complete overhaul.
Check out the flathead inline 6 – for the uninitiated, the valves of a flathead engine are inside the block instead of in the head, as shown below.
We’re about 2.5 weeks into the fabrication work needed to install a 4 link coil over suspension on JF’s Camaro and Kenny is currently in the process of adding the final cross bar that will be used to anchor the shocks.
Here’s a great example of a rare 1941 Cadillac convertible. It’s a solid car and a good driver, but won’t be bringing any trophies today. Before it’s all said and done this car will have a new leather interior with period correct stitching, and will be taken down to the metal for all new paint and to get through any mistakes or short-cuts of the past. Complete cosmetic restoration here we come!
Some light damage to the wheel covers.
Old touch-up paint over chips at the door seam.
Another angle of the door seam and years of touch-up.
Checking in the paint.
Older recovered interior, good but not sexy.
Some bubbles showing through here.
The begining. A good solid Cadillac, but starting to show the age of its last restoration.
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