help with 3.2l conversion wiring, have a PMS 3.2l to 914-4 conversion cable but... Options

[jim912928]

Well, I have all of the mechanical work done for my 3.2l motronic conversion. Now I'm trying to figure out the wiring. I purchased the Patrick MotorSports conversion harness a few years back. It allows me to eliminate the relay board. However, electrical is not my forte...so I have some real questions on the "trunk" wires from the 3.2l harness and what to do with them. The engine, dme and wiring harness are all from the same car. So, here are my questions and you can relate them to the pictures as shown:

1. picture named "DME help" circle #1: by the dme connector...there are two little stub connections that seem to come out of the DME connector and both wires are brown....do these need to go to anything?

2. picture named "Trunk help" circle #2: I marked these fuel pump...do I cap these because I'm using the 914 wiring or do I need to connect them somewhere?

3. picture named "Trunk help" circle #3: I marked this positive battery...does the 914 harness cover this or do I need to connect it to the battery also?

3. picture named "Trunk help" circle #4: green and green/yellow wire...have no clue what this is?

4. picture named "Trunk help" circle #5: black wire by the wires I labeled "fuel pump"...have no clue what this is?

5. picture named "Trunk help" circle #6: white connector with a black, black/purple and yellow wire...have no clue what this is?

I also would like to know where you usually mount the DME and where do you pass it through from the passenger compartment into the engine compartment..and once on the engine compartment side...where do you route it up to the engine? Have pics from those angles?

Thanks all in advance!

Jim

DME help:


Trunk help:

[shoguneagle]

What have I done to my car?? First one has to understand my background being involved with cars, etc. I enjoy the engineering aspects and the restoring of our cars. I deal mostly in roller chassis which need some kind of tender car. Because of this base, I do not stay with stock restoration. I like to modify and make changes. I am on the second 914 build which both came from the junk yard; the first was a Chev V-8 conversion before this type conversion became popular; not much in the way of parts and kits as there are available today. The second is the present car which has extensive mods to it including all the questions and problems any builder is facing today.

From the front of the car, I have put an oil cooler with appropriate lines, cooler, thermo/bypass valve (Troutman style, original style) mounted in the right forward engine bay, and some additional items tied to the oil system which I will not comment on until I see if it works. I have installed four front turbo fans (250 cfm each) and ducted air exit from the oil cooler

At first i was going to use a 2.2 or 2.7 engine but deferred to the 3.2 based on the Motronic Fuel Injection System, wiring engine to car, clutch/flywheel conversion, engine dependability, exhaust side case bolt problems, engine availability, altitude, temperature ranges in high country, desert, and seasonal traveling.

I have installed a 1987 Carrera front suspension and brake system; added new brake rotors - drilled and slotted in front; front 21mm torsion bars; 22mm swaybar; turbo tie-rods; rebuilt rack & pinion; new front inner and outer wheel bearing; 23mm brake master cylinder (planning larger brakes later; use 19mm on 914, 914-6 or even Carrera brakes; again alot of experience on this matter; see Eric Shea on brakes).

I have also rebuilt my pedal assembly, put in both inner long/cross member bracing and outer longs, upholstery installed, gear shift rebuilt, 911 instruments and dash cover. I have wired in the oil temperature and pressure gauges, vacuum gauge, amp gauge, oil cooler fan switches and relays, harness change from '74 to '73, stainless steel brake hoses (many think original rubber hoses are better; change these hoses every two years), 3.2 Carrera 1987 engine with all the requirements mentioned previously, etc.

In addition, I am running 911 Cup II l7 inch rims: 7in in front; 9in in back; 2in spaces in front; 1.5 inch spacers in rear (have to check if anyone needs information); fiberglas wide fenders; 901 transaxle (will handle the 3.2 but be careful with first and second gears).

I am running a 911 oil tank in the rear trunk of the car with double batteries. My reasoning for using the 911 Carrera oil tank is to match the oil capacity requirements of the 3.2 engine and it allows me to place it in the rear trunk with room to spare. I had rust in the back so I just cut out rust and made a tank installation. I added double batteries in parallel to provide a safty margin for the front oil cooling fans that I added. My calculations show I am right under the output on the generator so the extra capacity in the batteries should be enough of a margin. Not all the fans will be required at once most of the time;

I also added 911 foot well heater fans inside the car; we will see how the electric load covers all the electrical needs.

The heat source is going to be engine oil right out of the engine; I want the engine to run 180-200 degrees even on the hottest days in the desert. The heat exchanger will give me extra cooling capacity from the engine oil stand point. Engine oil appears to heat up at the rate as coolant. The front oil cooler also affects this system so we will see how effective it works both for the hottest days and the coldest days. Experimental now; hopefully practical in the future.

A possible oil cooler which can be used in lieu of the front cooler and lines is one found in the NASCAR/hot rod arenas. It is one usually made of finned aluminum ranging from 18 inches to 36 inches and can be mounted along the longs. It probably can be used without a thermostat/bypass valve if kept close to the engine oil outlet (say within the engine compartment and used in line with the return hose to the tank; range of cooling 10-20 stated by some people who have used them). I have also seen one setup and priced at $200.00 plus dollars which is on the engine inlet side from the oil tank. I question whether cooling on that side is where I want any cooler. I think it should be on the engine outlet side. Need to plan and evaluate this possibility along with the front oil cooler after you get your engine installed and running.

Future plans involve rear 911 Carrera and E-brake conversion (yes, I am going to call on Eric Shea for this) and changing rear half shafts/CV joints (yes, I am going to start with Sir Andy on this), Sway-A-Way 20.5 inch shafts, 911 hubs (early), 100mm CV joints, etc.

Rear suspension and front suspension have Koni Adjustables installed; the rear has adjustable perches and 180-200 lb springs; rear sway bar stock 16mm (to install locked differential later).

That should be it in a "nutshell" and "Yes" I have looked and thought about many things along the path of being a totally "Sicko" regarding Porsche. What an enjoyable path to follow and that is because of the people you get involved with. I enjoy projects and Porsche people who are doing their own thing!!!

Mark, I hope this is the information you wanted with some of my comments; at least it is a basis to add to any questions you may have. I am not an expert on this car or any car changes; you must learn these things for yourself which will add tremendously to you Porsche Hobby.

Boy, do I talk - this is the most I have every said in one setting.

Again, Pardon me being long-winded.

Steve Hurt