Rebuild a 2.7L or 3.0L six motor, which is cheaper? Options

[boxsterfan]

Which /6 motor is cheaper to rebuild? 2.7L or the 3.0L?

1. Assume core motor is in good condtion and no crazy findings when you tear it down.
2. Assume you are building the motor for longevity
3. You are putting this in a 914/6 conversion (was /4)

[Mark Henry]

(IMG:style_emoticons/default/agree.gif)

But DIY can keep cost down especially on a stock rebuild.
But if you're thinking performance below will give you idea on what's involved with a hot street build. Be clear my engine is just a "mild" build, "wild" could double the cost...easy.


I'd say I have $11K into my engine, did all the machining myself (friend helped on some of the hard bits) except the rods and balance. Got my cylinders replated through LN. Waited for deals on some things and a trade on my carbs and dizzy so they would add another $3.5K.
BTW during the build I was cold offered $5K for the Mahle RS piston and cylinder set, my cost was $2600 for piston and plating.

I wouldn't sell it at firesale for less than $25K, really I doubt I'd sell unless it was an offer of at least $30K USD.
But then I have no interest in selling it, it's not for sale.

Below is the build list to give you an idea of what's involved and I 'd say I have more like 120+ hours labour into this engine.

Engine build sheet for 3.0 1974 914 six conversion

Engine 3.0L, 70.4mm X 95mm, 10.1: 1 CR, Twin Plug

Case, 1979, 3.0, serial # *6399XXX, 930/13, 930.101.104.4R, Supertec head studs
Crank, stock, std/std, polished and magnafluxed, converted to CW distributor drive gear
Rods, stock, rebuilt big and small end, new bushings, ARP bolts and nuts
Flywheel stock, with custom 914-901 adapter ring, CSP 228mm bus HD pressure plate
Full engine balance, pressure plate and adapter ring balanced separately
Main bearings, new glyco, DFL (Dry Film Lube) coated
#8 Main bearing, good used original Porsche, DFL coated
Rod bearings, new glyco, DFL coated
Intermediate shaft bearings, new Porsche, DFL coated
Gasket set, new nose and rear main seal, Supertec sealant kit
Pump, stock blueprinted and DFL coated , cooler stock 911 modified to 914/6 spec
Pistons, Mahle, new, 3.0 RS, DFL coated skirts, ceramic coated tops, Goetze rings
Cylinders, stock 3.0 nickasil, replated Milenium/LN engineering, stock gaskets, .025mm base gasket
Heads, 3.0 big port, minor port work, twin plug
Valves, stock size, exhaust new TRW sodium, intake new AE
Valve springs, Eibach race, retainers early stock, keepers stock modified
Ceramic chambers and exhaust ports
Cams, WEB-CAM, 120/104, set at 5.2mm/.10 lash, 964 cores modified to 901 spec
Towers, spray bars R&R, tapped and cleaned, rockers resurfaced, RSR rocker shaft seals
Chains, new IWIS, new cam sprockets, keys and pins
Tensioners, hydraulic, no fail modification
906 style cylinder cooling deflectors
Cooler, stock, 3.0, modified for 914


Carburetors, Weber 40mm IDA, rebuilt, new carb kits, 34mm venturies, 135 main jets, F3 emulsion tubes, 180 air correction, 55 idle, Ported stock manifolds, custom phenolic spacers.
K&N filters and rain hats, Weber linkage
Carter fuel pump

Distributor, Twin Plug, Patrick/Jarvis, CW, MSD internals, uses Jaguar XJS-12 cap (1989-1996),
Plug wires custom labled twin plug, Patrick Motorsports
Ignition, MSD 6AL, twin MSD high vibration coils, max RPM 6800
Spark plugs, NGK BPR5ES (BPR6ES also available for tuning)

Headers, 914, 1-1/2” MSDS, ceramic coated
Add the fan/alt, shroud, custom wire harness, etc...

Bought most of the parts 4-5 years ago when the Canadian buck was at par, start pricing that puppy out at today's prices and your butthole will pucker (IMG:style_emoticons/default/wink.gif)