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Over the years, we have developed a series of Standardized Service Packages which give our customers some certainty in pricing of various services and confidence that their project isn't going to inadvertently go way over budget.
Our Service Packages Help Ensure Both Your Quality And Budget Goals Are Met
Find descriptions of each package down below.
Here we describe each package in detail.
This Service Package is intended for engines with a freshly rebuilt long-block or those that have had new piston rings fitted or other work where running-in is advisable. Note: This package covers the services only. Consumables, such as oil, are not included and are priced separately. Customers with unusual oil requirements should provide the oil they wish to be used.
This service includes:
- dynamometer rental
- mounting & removal of the engine to and from the dynamometer (please don't confuse this with removal from the vehicle!)
- initial oil fill
- initial startup, check ignition timing, basic check of fuel system, check for oil, exhaust and cylinder head leaks, (typically about an hour of run-time for all these checks)
- if there was sufficient running time by this point and the oil is dirty, perform an oil change
- after cold, typically the next day, 2nd valve adjustment
- perform run-in as per the appropriate specifications (Porsche has four different specifications we use, depending on engine, and VW has several too)
- post-run-in service including an oil change (usually the 3rd fill) and valve adjustment (usually the third from new). If filters are fitted, the oil filters are changed.
- oil and filters are not included in the package price, though the labor and recycling of used oil is included.
This Service Package is intended for either new engines or for ones which have undergone significant changes where the tuning may have changed - which could be anything from changes in carburetion to changes in exhaust - in which tuning is adviseable.
Choice of this package requires that the engine be fitted with standard components, or, for non-standard setups, that we agree in advance to use this pricing. (Weber carburetors are fine. For Delortos that use Weber jets, they are also OK.)
This service includes:
- dynamometer rental
- mounting & removal of the engine to and from the dynamometer (please don't confuse this with removal from the vehicle!)
- setting ignition timing and ensure it does not advance too far when all the advance is "in"
- basic carburetor setup checks including:
- float level check
- fuel leak check
- set accelerator pump volume
- set butterfly open and close stops
- synchronize linkage between carbs
- following the above tasks, one of the two following tasks is performed:
- Fresh engines should not be run for maximum horsepower, so for just-run-in engines, we use our 5 gas exhaust analyzer to ensure that the jetting is reasonable and attempt to gauge, given the customer's intended usage, what jetting would best serve for the dynamic range of service the engine will see. This is the default option.
- For already run-in (not "fresh") engines, the customer has the option of asking us (in advance!) to attempt to jet and adjust timing to find maximal HP on the day and in the weather conditions upon which we find ourselves on the dyno. Dyno time will be limited to a half-hour from the time this task is begun (run-time, not elapsed time). We will not perform this step unless specifically asked in advance, and performing both is not covered under this service package pricing.
This service package combines both Dyno-R (run-in) and Dyno-T (tuning) with a reduced price since when there are a number of tasks in common between the two packages and doing both together means they only need to be done once.
This service package is for customers with a long-block (assembled by us or otherwise) who wish their engine to be run in using our "accessories" (carburetors, distributor, tinware, etc) for the run-in process (Dyno-R). Since in this instance the customer's parts aren't being used, there's no benefit to the customer for the "tuning" of the Dyno-T service, and instead we assemble the long-block to a turn-key engine withour parts, perform the run-in and then return the engine to long-block status. All the benefits of Dyno-R are applied to the engine.
These service packages share a lot in common and their basic distinctions are differences in pricing. These service packages include all the standard features our organization is known for, packaged as a flat-rate fee.
For the final price to be limited to only the pricing of this package, it is required that the customer provides "a good core." Any parts that cannot be made serviceable with standard practices will be billed at extra cost. For example, if welding is required, that would be at extra cost. Note also that "serviceable" must be understood in today's terms, not from back when these engines were new! In particular, some sizes of main and rod bearings are no longer available that were available back in the day. As we don't have a time-machine, we are limited to replacing parts or taking other remedial action to resolve such difficulties, and, of course, there will be an additional fee to cover such circumstances.
NOTE FOR ROLLER CRANKSHAFTS: Since we cannot dismantle and re-assemble roller-bearing crankshafts in-house and are not aware of any vendors offering this service, while we can do a basic check of the Hirth roller-bearing crankshafts and check pin-fit, we can't really do anything else to these, so these are exempted from the services provided here. If the intended pistons do not share a connecting-pin fit diameter, and if the pistons are smaller, we will hone them to fit as a small extra charge. If they don't fit the other way around, a solution will have to be found and we will discuss it with our customer.
The following tasks are applied to every long-block, as appropriate:
- complete long block disassembly and cleaning
- complete reassembly back to long-block status
- checking for cracks or other hidden flaws
- as required basic machine services such as:
- crankshaft regrind
- camshaft regrind and oil pump drive slot repair
- decking of cylinder head bores
- decking of cylinder bores in crankcase
- honing of cylinders
- flywheel / pressure plate refaced
- machining services all engines receive: (ie not "as required", but performed on all engines)
- new valve guides
- valves are refaced and stems polished
- valve seats are "ground"
- setting spring heights
- either refacing (early) or "hard-facing" (later) of rocker arm valve contact faces
- rocker shafts are polished
- crankshaft is magnifluxed (checked for cracks)
- crankshaft journals polished
- flywheel / pressure plate balanced (when a pressure plate is provided before the flywheel is balanced)
- connecting rods rebuilt, including:
- reject any that have been "through the case" or otherwise in a major incident.
- thoroughly clean the beam and cap and remove the small-end bushing
- magniflux to check for cracks
- straighten (twist) if necessary (very few need this)
- resize the big ends
- install the bushings in the little ends
- bore the bushings so that all 4 rods have exactly the same length
- hone the bushings to fit the pins, and finally;
- balance end-for-end and total weight of the set to within 0.1 grams.
- balancing of the piston weights (the goal is within 0.1g but sometimes one piston is ligher than all the others and a little more imbalance is tolerated.)
- "Blue Printing" - superior combustion chamber volume matching is performed using our unique "Crown Above Cylinder" measuring method (along with traditional methods) as documented on the web pages of our many engines with links found on our "classifieds" page
- a great many minor tasks, too numerous to list, will be performed such as the setting of the rocker stand heights and correcting the wire bails for the valve covers; this is an inclusive service.
- all standard replaceable parts are included, including: (only for the long-block, not the entire engine)
- valve springs
- non-windage pushrod-tubes (windage pushrod tubes are available for a modest additional charge)
- piston rings (for standard piston types only)
- some parts "non-standard" for a rebuild are also replaced for quality and reliability's sake, including:
- new valve guids and new valve springs are always fitted
- we stock new distributor drive gears which should be fitted if the one provided has any apreciable wear - we offer an inexpensive "upgrade pricing" for these.
- some vital parts that must be sized to each individual engine are hard to find, even rare, yet we have superior solutions for your engine, including:
- modern bearing sets and modern flywheels, either alone or in combination, sometimes make it challenging to set crankshaft end-play by requiring sizes that Porsche never provided. In addition, reproduction end-play shims by the major vendors are made of too-soft material and wear much more quickly than stock. Many shops resolve the latter problem by using the repro shims anyway, and the former problem by using multiple VW 25 / 36 HP shims but using multiple shims is not permissible as these thinner shims cannot handle the clutch pressures and extrude causing shim cupping and excessive end-play. Instead, we solve both problems by making our own shims from high-quality spring-steel.
- since the alloys the camshaft gears are made of all expand with time due to surface layer absorption of oils and / or oxygen from the atmosphere, most engines require smaller gears, resulting over time in a large number of never-needed larger gears and a shortage of smaller ones. And, this results in the marked size being unreliable, consuming the builder's time. Most shops simply can't set the cam gear lash correctly and settle on using the smallest size they have (or can find) and hope it works out, sometimes risking shedding metal particles into the oil. Our solution is we bring our larger-sized gears to a gear specialist and have them trimmed, providing us a wide selection of smaller sizes so that we have a great many on hand and can always select a perfect gear for most any engine - we've never missed yet.
As stated above, major components (those which are not traditionally replaced in a rebuild) must be in serviceable order and / or can be made serviceable with non-extraordinary processes with the following exceptions: new valve guides are included whether needed or not and the "hard-facing" of steel valve rocker contact faces is non-standard elsewhere but is also included in this package for the later type (non-iron) rockers. (The iron rockers are harder and don't normally require any attention, but if the set provided needs refacing, it will be included in the package price.)
We will often offer "upgrade pricing" to this service package which vary based on customer need and current pricing of these parts, the most common examples being for various choices of piston and cylinder sets, pushrod tubes, brass timing gear, and OEM gland-nut.
Engines in this category are very rare, they are much older, and they were originally less durable than their later (younger) counterparts. And, a great many pieces were made obsolete over five decades ago, and since then parts availability has only gotten worse. So, this category of service package is based on the 616-LB noted above but has a few differences from the service packages for later years. When evaluating this service package as compared with the 616-LB package noted above, note that camshafts, valve-train-related parts, and pistons and cylinders are specifically exempted from the language described above. Instead, these items will be handled as described in this section.
Valves, Valve Springs, Shims, and Retainers
Complicating matters considerably, there were three different valve and valve spring configurations before the end of this era! And none of the parts from these different configurations are available new today. Unless our customer is very lucky, the best we can do today is adapt in parts that are close. Happily, we have done this many times with great success, but we are so far limited to only 10mm valve stems with single springs whereas the earliest engines in this category had 8mm valve stems and were therefore lighter, required less springing to avoid valve float and were easier on the camshafts; unfortunately, we cannot provide neither 8mm stemmed valves nor dual springs as a standard-package offering. If the engine we're rebuilding has 8mm valve stems / guides and / or dual springs and cannot be easily made runable, we'll convert it to 10mm and single-spring and bill you for the extra parts required. We will not mix and match in a single engine. If you want us to make the 8mm runnable anyway, that will be additional "time and materials."
For reliability, we will only install new camshafts. Of the five different cams Porsche originally provided in this category, we have two factory grinds available that are exact copies of the originals, the 1500 and 1500S, and we can come close for 1100 and 1300 and 1300S engines. Whichever grind we provide, it will be ground on a new billet.
Piston and Cylinder Sets
There were (at least) five different sets used in this era. The standard cylinders were iron and came in 1100cc, 1300cc, and 1500cc versions, with bores of 73.5mm, 80mm, and 80mm, respectively but with different pistons in the 1300 vs 1500 versions. The 1300cc and 1500cc Supers came with aluminum cylinders that had a chrome-plated inner wall, with 74.5mm and 80mm bores, respectively.
If the set provided by our customer is serviceable, we will simply service them as needed and install them. However if they're in need of replacement, unfortunately, only one of the original 5 versions is available "off the shelf" today, the 1500 normal with iron cylinders. These are intended for a 74mm stroke and 7:1 compression ratio (versus 8.2 for the S version). ...We have been having vendors make pistons for us since 1990, and we can make anything you might want but given the typical wear and tear on these, and the expense of making things, this flat-rate service package can only provide the iron 1500 normals. Any other provision will be extra.
"Long-block assembly" is for when there is reason to have good confidence in the parts. For example, if a recently rebuilt engine has something go wrong requiring it to be torn down and reassembled to fix an internal problem, perhaps most of the engine needs no attention.
This service provides a standard flat-fee for assembly of a Porsche 3 piece case engine. This includes only the actual assembly, and only from valve cover to valve cover, flywheel to oil pump cover - clutch if provided. No parts, cleaning of used parts, or machine work is included except for the basic gaskets, seals and non-windage pushrod tubes. This DOES include complete reassembly to long-block status. This involves precise measurment of the parts, checking all components, combustion chambers, cylinder heights, deck heights, setting valve spring heights, setting of compression ratio and all other assembly tasks. If remedial action is required, it will be billed as an extra cost.
This service is for Porsche 356 transaxles. As with long-blocks, the primary difference here between these service packages is with pricing.
Note that from the earliest days, Porsche transaxles had a two piece case, with a right and left half. The earliest cars through June, 1952, were equipped with VW transaxles. With the advent of the 519 type in July, 1952, Porsche got its own transaxle and was fully synchronzied for the first time (except for reverse which was never synchronized). During the production of the 644 transaxle, the case was changed to become one piece, these are referred to as "tunnel type." From that point on, all Porsche transaxles are tunnel type. Our designation here of "2PC" denotes the earlier, non-tunnel type transaxles.
These service packages provide a flat-rate servicing of Porsche transaxles. The following steps are performed:
These services all combine the appropriate long-block building service with dynamometer run-in and tuning services and also include extra parts, as appropriate to the engine type. The main difference between these three services is pricing based on the type of engine. In addition to the matching long-block service, the service includes:
- Long block service as appropriate to the engine (616-LB, 3PC-LB, or 2PC-LB), upgraded as follows:
- Dynomometer service DYNO-RT, or DYNO-R, depending on whether using customer or loaner parts. (see below)
- Engine assembly from long-block to either:
- "turn-key" using the customer's parts and engine will be delivered as run-in, or instead;
- loaner parts will be used for the run in, and engine will be delivered as a long-block. If later the engine is to be assembled as a turn-key for delivery, the labor for that is not included in this package.