AT RIGHT: We often offer long-blocks for purchase outright like the
one at right. It's just one of many found on this web site!
Keep in mind that because prices change with time, please contact us for pricing
information.
Turn-Key - we can turn this long-block into a complete engine. You
have two options: send us your existing engine and we move the parts over
from your "old" engine to this new long-block - this is by far the
most popular option! (Here's the story for
one such engine.) We may or may not have an interest in your core. Typical
tear-down and re-assemble time is between 8 and 10 billable hours. (A substantial
issue here is cleaning - don't send us a seriously dirty engine and expect
us to clean it AND reassemble it in this amount of time! Nor should you expect
us to just assemble filthy parts onto an engine without your ordering us to
do so.) ... Your other option is for us to provide used, new or rebuilt components
as you choose, and you buy the engine outright. This is far and away your
most expensive option, but it's the right thing for some people, as
with the case with this engine.
Dynamometer run-in - We offer a flat fee for running-in an engine
as per Porsche specifications, as (for later engines like this one) outlined
in the Workshop Manual, operations 52 EN, 53 EN, and 54 EN, pages E83 and
E84, for example, on our Stuska Water Brake Engine
Dynamometer. We also offer tuning an engine (timing, carburetion) for
a flat fee and price the service at a lower rate when both run-in and tuning
are performed together.
If you're buying this engine outright, we can provide loaner parts
just for the run-in process. We mount them on, run the engine through the
run-in process, then remove our parts and prepare the engine for shipping.
(Here's the story for one such engine.)
This typically adds about 4 - 6 hours of shop time.
If trading in your core or sending your completion parts, we can
move the parts over to this engine for the run-in process,
like we did here.
Solutions to 356 vs 912 issues
timing cover - The forward pulley shroud from a 356 will not
fit a 912 engine, but Porsche itself devised a method for cropping the
912 timing cover for 356 use. We can perform this service for you. It
also makes the 912 engine appear to be more like a 356.
mouting studs - The 912 uses a different transaxle mounting stud.
We can swap these for you.
flywheel / clutch - If you don't specify anything, you'll
get a 912 flywheel that looks very much like the one pictured below,
near the bottom of this page, captioned "912 flywheel." However,
it won't fit a 356 transaxle. We can solve this for you. Your options
are listed in the next bullet down, under "flywheel and pressure
plate".
(list continues below)
AT
RIGHT: Here we have the rockers used in this engine ready for installation.
They have been cleaned, and shafts polished, of course. Additionally, the
tips which ride against the valve stems have been not just refaced but a
new layer of metal has been added to help reduce wear.In the original,
it was only surface hardened, and once worn through, the rockers won't keep
adjustment - and keep shedding particles into the oil! However,
this "hard-face" material is stronger than the original surface
and is considered a permanent solution. There is a close-up photo further
down.
Flywheel and Pressure Plate - This engine comes with a surfaced
and end-play set flywheel, but does not come with a pressure plate.Given
all the options available, rather than decide and be wrong, we let YOU choose
what you want. You have the following options:
Send your 912 pressure plate and we'll balance it on this flywheel, or;
We can supply a 912 pressure plate, balanced with this flywheel, or;
We can supply you with a 356 flywheel and pressure plate, balanced
together, and set the end-play for your new choice.
Flywheel Choices: Most but not all of these combinations are available:
200 mm or 180 mm clutch, 6v or 12v ring gear, and diaphram or coil spring
depth.
Pressure Plate Choices:
180mm "6 spring", "9 spring", or modern reproduction
of the Hauserman diaphram type. 6 spring only belongs on a two-piece-case
normal engine. If you must stick with 180 mm, the modern repro. of the
Hauserman is awesome, and very affordable.
200mm "356" or "VW" diaphram type. If your transaxle
has a throwout-bearing guide tube, you want the "356" item.
If not, you want the "VW" item.
Crating for Shipment - We have been making crates custom tailored
for our engines for a great many years and have learned a few things about
doing it safely. We can build one for you, or, probably more cheaply for you,
rent you our made-to-be-reused crate and you send it back to us,
like we did here.
AT RIGHT: Here we have the rockers used in this engine ready for installation. They have been cleaned, and shafts polished, of course. Additionally, the tips which ride against the valve stems have been not just refaced but a new layer of metal has been added to help reduce wear. In the original, it was only surface hardened, and once worn through, the rockers won't keep adjustment - and keep shedding particles into the oil! However, this "hard-face" material is stronger than the original surface and is considered a permanent solution. There is a close-up photo further down.