MY EARLY PROJECT
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JOY
After the pleasure of driving a 2003 Carrera C4S for sometime and the completion of a supercharged 1974 BMW 2002 build nearing an end, I like many, found myself searching for an early body car. After 1.5 years of searching, I found my 1966 SWB project…a shell with good bones but a surprising and interesting history.
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EDUCATION
The 2.7L core engine bought from The Samba for my first engine build was in “excellent” condition stated the ad. “Excellent” included a broken valve, worn rocker shafts, missing hardware, worn surfaces and years of engine grime. The hunt for parts and knowledge began and I soon found enough of both to put it all together and enjoy all it had to offer.
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DILIGENCE
The 2.7L was lively…perhaps even too lively. A broken sodium filled valve decided it had taken all it could and took many parts with it. With the 2.7L now in poor shape, the hunt for a new powerplant began. When an engine was found, build No. 2 commenced with help of professionals this time around. A 1979 3.0L was sorted and installed along with an oil cooler to keep temperatures down. Build 2.5 (Self-Led) included increased compression, reground cams, some much needed suspension updates and standalone engine management.
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PROGRESSion
These cars always teach you something new and I’m always willing to learn. Tuning the EFI ignition and fuel maps takes a great deal of patience but is very rewarding when it all comes together. When a 996 GT3 crankshaft was secured, the engine’s displacement was increased .25L in stroke. With the help of a 3D printer, a Drive-by-Wire throttle body was installed and reduced weight while increasing responsiveness.
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INQUISITIVITY
If curiosity kills cats, what does it do to Homo Sapiens? Apparently, it kills wallets, but money has been spent on far fewer frivolous faculties. What would Twin Plugging the 3.0L engine configuration do to response and efficiency? Would increasing the throttle body size make it even more responsive? There’s only one way to find out. Out came the engine; splitting the case to get to the crankshaft, the pistons, the rods and in went the 3.0 9.5 compression 95mm bore pistons, stock 70.4mm crankshaft and freshly drilled cylinder heads. A 76mm Bosch Throttle body was sourced and fitted to a freshly printed intake plenum tube. A few keystrokes to adjust the EFI Fuel Mapping from idle to 3000 RPMs and WOW what a difference!! Twin Plugging changed the character of the engine even at a modest 9.5:1 compression ratio. Adjusting the tune for the increased air at lower RPMs made for a lively and reactive engine.
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ELATION
Armed with MegaLogViewer data, Seat Time, Virtual Dyno & Real Dyno HP/TQ figures and hours of tuning time, I was ready to build the final engine for my Early901; a 3.45L . Pistons from CP (After a looong delay), Light weight rods, High Capacity Oil Pump; all would be used to produce a powerful, reliable, elastic engine that will last for years to come. Functional resonance plenum to extend the torque curve, a 5 speed 901 gearbox for civilized freeway driving, sorted suspension, New Bilstein Shocks, 19/29 Torsion Bars, Custom Boxster Brake conversion for no-fade/low weight operation, an additional Front Oil Cooler and RS Front Bumper to keep temperatures in check; all add up to a well balanced but excellent road experience.
