October 2009 In this issue... • Featured Members Bob and Sue ...

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La w Of f i c e s o f Jo s e p h C. Ne d z a Re t i r e d O.C. De p u t y District At t o r n e y Fo r m e r DMV Sp e c i al In v e s t i g a to r Te l e p h o n e: (949) 355-2943 Facsimile: (949) 640-7434 e m a il : n e d z a l a w @a o l .c o m Criminal De f e n s e Fr e e initial c o n s u ltat io n Fr e e r e f e r r a l s t o a l l o t h e r f i el d s PCA/OCR m e m b e r 26
Rice’s Ramblings Story and photos by Lee Rice Lee Rice showing his 911 at Breakfast Club Evo-Blue, my 911 of 38 years finished its 2008-2009 major update and upgrade with the installation of one of my newly rebuilt engines. This engine has a bit of history in my family as it is the engine I installed in my brother’s 1987 Carrera back in1995. This engine (a M30/69) is a 1992 3.3Liter CIS, Jetronic C-2 Turbo engine. It was installed with all the electrical and emission systems intact and fully operational. However, we also decided to enhance the performance by upgrading to our own version of a Turbo S. What we did is what any 930 Turbo owner can do to improve their own street, track, and daily driver 930. Back in 1995 I did the following: • First off I had the crankshaft checked for cracks, straightness, and wear. It was perfect. Then we did a clean out of all the oil galleys, finally we had the crank micro polished and balanced. • The rods got checked for alignment (perfect) and were then machined to new standard specifications and also match balanced. The rods were then installed with standard bearings and Raceware ® rod bolts & nuts. • The crankcase was checked for warping and all oil galleys cleaned out and re-sealed. All piston oil ‘squirters’ were replaced with new units (1.5 mm). • Case studs were replaced with Raceware ® studs, forged washers, and 12 point nuts. • The Turbo Oil pump was disassembled to check for wear: (perfect) and reassembled. • Pistons and Cylinders for 1992 were upgraded MAHLE ® items. The fully finned 97mm cylinders did not have head gasket grooves, but instead had flat tops for a new stainless steel flat sealing ring that must be replaced at every tear-down. It was then coated with a silicon application. During the last 15 years I have yet to see any flame path blown through this flat ring design, even when severe misuse of over boost was known to occur! • I also did replace the Piston Rings. Fast forward now to my 2008 rebuild, I replaced the Pistons and Cylinders with newer MAHLE 98mm fully finned cylinders and 7.4:1 compression MAHLE pistons and, once again, used the flat stainless head to cylinder rings This time around the Cylinder Heads got a good valve job, replacing the factory valve guides with harder, longer wearing American made-valve guides. I then lapped the valves to the seats. This time however, we made one major upgrade: we increased intake port size from 32 mm to 40 mm. and replaced the plastic intake fuel injector intake stacks with aluminum intake stacks bored out to 40 mm. You can only bore the plastic ones safely to 36 mm. We chose to use 40 mm aluminum intakes as we were going to change cams and exhaust systems for greater breathing capacity. Along with porting the cylinder heads we also enlarged the small intake manifold passages to match the heads to the new 40 mm stacks. During the assembly process I used factory work shop methods to put this engine back together. [Note that I think the internal overhaul described above is the standard practice method to rebuild and upgrade every 911 engine to insure a safe long life.] This time we chose to use 964 camshafts as these give the 930 CIS engine a bit more push off low rpm than the SC cams did and they also have more pronounced upper end power compared to the SC cams. I also added the turbo scavenge oil pump drive to the left camshaft. The right side 964 camshaft has a drive for the hydraulic pump (for the 1992 C-2) that we didn’t need for the 1987 chassis so the cam drive could have been cut off. However, we left the pump drive on the cam. All the cam drive wheels, gears, chains, and ramps were perfect so they were reused. In 2008 I upgraded the cam system with Aasco valve springs and retainers and replaced all rockers, shafts, adjusters, and hardware. As this engine was to be smog tested, we had everything installed as delivered in 1992. Included in this system is a unique ignition system called “EZ-69.” This is a crank- signaled hybrid unit that mounts in the engine compartment exactly where the standard CDI box used to be located. The ignition distributor for this system is a CLOCKWISE rotating distributor, strictly for High Tension current to each spark plug cable. There is no timing adjustment provision for the EZ-69. Timing can be checked by applying vacuum or no vacuum to the EZ-69 unit and revving the engine to 4,000 rpm and at which point you check for 40-degrees ignition advance. Then you must apply boost pressure and check for 21degrees advance @ 4,000 rpm. This is a simple system which works pretty well most of the time. However, it does not like any boost higher than stock as the EZ-69 unit then goes bad. It is sealed and non-repairable and expensive. As this was a limited in use item (1992-1994), it was later found not worth the trouble and expense to use on the upgraded engine. Some years later I reverted to using a standard 1978-1989 CDI box and coil system with a specially fabricated ignition distributor. If I had known the weakness of the EZ-69 system earlier on, I would have replaced the crankshaft ignition distributor drive gear with a C.C.W. (Counter Clock Wise) distributor gear. Then I could have simply installed a 1983-1989 Turbo ignition distributor with idle retard, boost retard, and vacuum advance. Because of the C.W. rotation of the C-2 Turbo ignition distributor drive, I ended up making a special distributor from three others: (Continued on pg. 33) OCTOBER 2009 27
Page 1 and 2: October 2009 In this issue... • F
Page 3 and 4: Editor Garey Cooper gareycooper@mac
Page 5 and 6: President’s Message Story by Arma
Page 7 and 8: Editor’s Notes by Garey Cooper A
Page 9 and 10: OCTOBER 2009 7
Page 11: Bob in the Triumph Spitfire race ca
Page 14 and 15: Tire Tech Session Learn about tire
Page 16 and 17: Cleaning Your Engine - Part 2 By Be
Page 18 and 19: Autocross Corner (Cont. from pg. 11
Page 23 and 24: On a warm August day, 138 OCR membe
Page 25 and 26: Phoenix Flight 32 to benefit The Fo
Page 27: Featured Member (Cont. from pg. 9)
Page 31 and 32: 2009 Orange Coast Region Board Memb
Page 35 and 36: Rice’s Ramblings (Cont. from pg.
Page 37 and 38: Classified Ads FOR SALE: 930- 911 T
Page 40: Porsche Club of America Orange Coas

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