Hi folks. I'm exploring a possible project. An '83 928S MT5 with (supposedly) a bad head gasket. The owner also has a wrecked '85 32v car with automatic, and he wants to sell the 2 cars as a package. The 32v engine is supposed to be in good shape. Looks like the '83 has L-Jet with barn-door AFM, the 32v is LH-Jet with hot wire AFM.
Questions:
I've searched a bit for 32v swap info, but most seem to concern swapping in the later S4 motors. Anyone have any idea how different the L-Jet wiring is from the LH-Jet?
Anyone know if the '83 flywheel and clutch will mate to the '85 32v? Or does the flywheel need to have ignition sensors for the '85 32v? Is the '85 ignition ECU controlled, or standalone?
Last, the other option is to just buy the '83 MT5 and fix the original motor. Probably the simplest answer, as I doubt the 32v in the '83 car adds much value in the long run. The MT5 would seem to be the big draw, not which engine it has.
Potential swap question - '85 32v into '83
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Tom
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Arne2
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No need to go further, I went to look at the cars in person today. The '85 is a parts car that is already ¾ stripped, and the "good" engine appears to be missing plenty of intake parts. The '83 is better, and has a serviceable interior, but has been sitting for at least 12 years, cheap peeling black paint over the original Chiffon, and plenty of filler here and there. Neither one (or both together) appeals to me as a project.
So the hunt for the next project continues.
So the hunt for the next project continues.
- Arne
Current - 2018 Cayman 2.0 litre
Past - 1984 911 Carrera, 1984 944, 1973 914 2.0, 1972 911T
Current - 2018 Cayman 2.0 litre
Past - 1984 911 Carrera, 1984 944, 1973 914 2.0, 1972 911T
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dr bob
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Sorry I'm a little late to the discussion. This is more for those playing along at home, since you already made what's most likely the correct decision.
It's certainly possible to swap the later motor into the early car, best of course if you have the complete donor. Besides the different engine management, the exhaust is a bit different too. The flywheel that's on the early engine won't work on the later one for the reason you shared. There are parts available for that conversion in the used market, although you would probably convert the early double-disk clutch to a single-disk along the way. You'd use the later instruments too I believe, at least the tach, but I'd have to do some more research.
Among the biggest watch-outs for early examples, probably for every example at this point, is block and head damage from old coolant. This is especially prevalent in cars that have been sitting with old coolant that has dropped pH over time, and slowly eaten the block and heads. The blown head gasket is a big clue to that kind of damage. The remedy is steel sleeves in the block, with welding at the top and on the heads to try and restore some sealing surfaces. The cost of that level of work means it really needs to be an otherwise-excellent car to make the effort worthwhile. The US versions of those cars lack the available performance of the later cars, and some of the fun-to-drive lighter-weight benefits of the early cars. My personal feeling on cost-work-value on many of the bargain early-80's cars is that there's no bargain. The market is picking up for good cars though, so hope grows with that.
Euro S versions are different story of course, if you can find one.
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I don't want to discourage interest in the cars, and as time goes on the market will support full rescue efforts more easily. We may be at that point already. There was a period where running and driving S2 cars were regularly available for a few $k. A popular them though was "it's $10k away from being a $5k car". Lots of those cars fell into even deeper neglect or were scrapped. If your decision-making includes concern for how much you'd be able to recover with a completed project car when finished, A neglected early 1980's 928 probably wouldn't top your list. Of course, if you have a plan to drive what was certainly an iconic period supercar, enjoy the process and don't mind the time and effort getting there, go for it!
As always, the classic Porsche advice applies here no less than on any Porsche -- find and spend on the best example you can find. It will end up delivering the best value to you in spite of the higher buy-in numbers.
Arne -- There's a decent 928 support presence on your side of the Cascades. If you locate a candidate 928, I can easily use that as a road trip excuse for a look-see and opinion.
It's certainly possible to swap the later motor into the early car, best of course if you have the complete donor. Besides the different engine management, the exhaust is a bit different too. The flywheel that's on the early engine won't work on the later one for the reason you shared. There are parts available for that conversion in the used market, although you would probably convert the early double-disk clutch to a single-disk along the way. You'd use the later instruments too I believe, at least the tach, but I'd have to do some more research.
Among the biggest watch-outs for early examples, probably for every example at this point, is block and head damage from old coolant. This is especially prevalent in cars that have been sitting with old coolant that has dropped pH over time, and slowly eaten the block and heads. The blown head gasket is a big clue to that kind of damage. The remedy is steel sleeves in the block, with welding at the top and on the heads to try and restore some sealing surfaces. The cost of that level of work means it really needs to be an otherwise-excellent car to make the effort worthwhile. The US versions of those cars lack the available performance of the later cars, and some of the fun-to-drive lighter-weight benefits of the early cars. My personal feeling on cost-work-value on many of the bargain early-80's cars is that there's no bargain. The market is picking up for good cars though, so hope grows with that.
Euro S versions are different story of course, if you can find one.
----
I don't want to discourage interest in the cars, and as time goes on the market will support full rescue efforts more easily. We may be at that point already. There was a period where running and driving S2 cars were regularly available for a few $k. A popular them though was "it's $10k away from being a $5k car". Lots of those cars fell into even deeper neglect or were scrapped. If your decision-making includes concern for how much you'd be able to recover with a completed project car when finished, A neglected early 1980's 928 probably wouldn't top your list. Of course, if you have a plan to drive what was certainly an iconic period supercar, enjoy the process and don't mind the time and effort getting there, go for it!
As always, the classic Porsche advice applies here no less than on any Porsche -- find and spend on the best example you can find. It will end up delivering the best value to you in spite of the higher buy-in numbers.
Arne -- There's a decent 928 support presence on your side of the Cascades. If you locate a candidate 928, I can easily use that as a road trip excuse for a look-see and opinion.
dr bob
1989 928 S4, black with cashmere/black inside
SoCal 928 Group Cofounder
928 Owner's Club Charter Member
Bend Yacht Club Commodore Emeritus
Free Advice and Commentary. Use At Your Own Risk!
1989 928 S4, black with cashmere/black inside
SoCal 928 Group Cofounder
928 Owner's Club Charter Member
Bend Yacht Club Commodore Emeritus
Free Advice and Commentary. Use At Your Own Risk!