993-914-6 heat exchangers Options

[mepstein]

You have to figure if they are going to work in a factory 993, they will easily heat up a 914 cabin.

[NARP74]

20 and snow this AM

[mb911]

20 and snow this AM

We are getting there this weekend

[NARP74]

Headed your way!

[ClayPerrine]

Ben,
How do you deal with having to flip the flanges on the left head exchanger for the 964 engine? Do you move the access tubes for the bolts??

Also, I have a set of these heat exchangers. How much to get them converted???

[mb911]

Ben,
How do you deal with having to flip the flanges on the left head exchanger for the 964 engine? Do you move the access tubes for the bolts??

Also, I have a set of these heat exchangers. How much to get them converted???

Clay you have to be very patient and do them with out access tubes. I have been flipping the flanges on these for 25 years now it works but it’s a fresh day kind of thing not after work.

These sets I quoted 1500 to do the conversion on. May go up a little but that’s what I would do them for you for as well. You helped me a ton. Moving forward 2k . It’s a lot of work.

[horizontally-opposed]

Very interesting project for those of us with six conversions who haven't found existing paths compelling.

Porsche learned a lot about heat exchangers from 2.0 > 3.2 liters, and again in the 964/993 era. Bruce Anderson told me they inspected SSI HEs and tossed those on the pile marked "not invented here," but the later factory HEs learned from the same rust-driven inputs SSI did.

I'm curious about whether these improve or decrease access for valve adjustments vs headers and Dansk's mild steel HEs, also curious about thoughts on flow for engines smaller than 3.6 liters. Asking for a friend with a warm 2.2 making ~200 hp at the flywheel with an SC-ish torque curve courtesy of a little head work and Solex cams. (IMG:style_emoticons/default/smile.gif) There's probably a bigger market for 3.2-3.8, engines that aren't well served by Dansk's offerings so far as I know?

Also curious about impacts, if any, or deleting one side's HE as I don't need a lot of heat—just enough to keep toes warm on yesterday's top-off fun run through crisp cold, and perhaps a windshield clear on longer journeys with the roof on. In example, would deleting the driver's side "box" (to offset the weight of the oil tank and driver, albeit minorly) create unbalanced engine cooling?

It's a given that the carbs will have to be retuned to account for different headers, but the prospect of heat and high quality—not to mention a chance to support one of our own vendors—could end up being very compelling indeed...

[mb911]

Very interesting project for those of us with six conversions who haven't found existing paths compelling.

Porsche learned a lot about heat exchangers from 2.0 > 3.2 liters, and again in the 964/993 era. Bruce Anderson told me they inspected SSI HEs and tossed those on the pile marked "not invented here," but the later factory HEs learned from the same rust-driven inputs SSI did.

I'm curious about whether these improve or decrease access for valve adjustments vs headers and Dansk's mild steel HEs, also curious about thoughts on flow for engines smaller than 3.6 liters. Asking for a friend with a warm 2.2 making ~200 hp at the flywheel with an SC-ish torque curve courtesy of a little head work and Solex cams. (IMG:style_emoticons/default/smile.gif) There's probably a bigger market for 3.2-3.8, engines that aren't well served by Dansk's offerings so far as I know?

Also curious about impacts, if any, or deleting one side's HE as I don't need a lot of heat—just enough to keep toes warm on yesterday's top-off fun run through crisp cold, and perhaps a windshield clear on longer journeys with the roof on. In example, would deleting the driver's side "box" (to offset the weight of the oil tank and driver, albeit minorly) create unbalanced engine cooling?

It's a given that the carbs will have to be retuned to account for different headers, but the prospect of heat and high quality—not to mention a chance to support one of our own vendors—could end up being very compelling indeed...

I run these on my 2.4 with 1.5 inch sleeves in them and they work really well for me. I know you have talked many times about one heat exchanger but why ? If you have 2 of the cores make them both functional and if you don’t hook up the other side so be it. From a valve adjustment standpoint point they are about the same as any other heat exchanger. Nothing is easy while the engine is in the car.

[Montreal914]

Very nice looking heat exchangers conversion! (IMG:style_emoticons/default/smile.gif)

Is there any advantage on these vs. the headers/heat exchangers you used to build?

[mb911]

Very nice looking heat exchangers conversion! (IMG:style_emoticons/default/smile.gif)

Is there any advantage on these vs. the headers/heat exchangers you used to build?

I think the ones I use to build and then contract were probably better but these are a great option. After the exhaust business went sideways I got rid of anything that resembled it and having these on a short stroke turbo years ago made this natural

[mb911]

Ben,
How do you deal with having to flip the flanges on the left head exchanger for the 964 engine? Do you move the access tubes for the bolts??

Also, I have a set of these heat exchangers. How much to get them converted???

@ClayPerrine

Is the 964 head drilled and tapped for either direction flange? I thought they were so you could use any flange rotation. Rotating the flanges is the biggest PIA if not necessary that saves a bunch of time and money.

[Thunderchief]

I'm the customer that Ben is making these for. I'm sure it will be another masterpiece. It's for my 993 powered GT Tribute that currently has regular headers on them. I'm looking forward to having some heat in the cabin for those chilly days.

[mb911]

I'm the customer that Ben is making these for. I'm sure it will be another masterpiece. It's for my 993 powered GT Tribute that currently has regular headers on them. I'm looking forward to having some heat in the cabin for those chilly days.

1 of the 3 currently. And I am excited to be getting them done. Ordered more parts today for them. Will have them Sunday and will spend some more time this week on them

[ClayPerrine]

Ben,
How do you deal with having to flip the flanges on the left head exchanger for the 964 engine? Do you move the access tubes for the bolts??

Also, I have a set of these heat exchangers. How much to get them converted???

@ClayPerrine

Is the 964 head drilled and tapped for either direction flange? I thought they were so you could use any flange rotation. Rotating the flanges is the biggest PIA if not necessary that saves a bunch of time and money.

Mine is not setup for 4 stud pads on the heads. So I am stuck with the rotated flanges.

I have a set of 993 heat exchangers that have the flanges already rotated. But I want to redo the way the heater boxes attach and the output flanges.

Clay

[horizontally-opposed]

I run these on my 2.4 with 1.5 inch sleeves in them and they work really well for me.

^ Cool, and good data point.

I'd imagine they're good for a warm 2.2 then as well, perhaps sacrificing a little torque down low while gaining a little top end power. I'm sure a bit of dyno time would be required to readjust the carbs, but that would be well worth it to regain substantive cabin heat.

Have long been weighing $3k for non-factory HEs vs other paths such as heated seats, gas heater, electric heat, etc. Most solutions have been tough to justify for an occasional use car, and one mainly used on warm days. I doubt I'm alone in that, so I'd guess there is a reasonably sized addressable market for a solution that presents real quality and real value. This seems promising.

I know you have talked many times about one heat exchanger but why ? If you have 2 of the cores make them both functional and if you don’t hook up the other side so be it. From a valve adjustment standpoint point they are about the same as any other heat exchanger. Nothing is easy while the engine is in the car.

Reasons would include:

Weight & complexity (HE shell + flapper valve + hoses + linkage)

Need for my use case vs 914 as a daily car in period (I found SSIs oversupplied my cabin with heat with a four; I was often turning the heat down on cold days with the roof off, and I also remember heat bleed from the longitudinals on very hot days even after buying new flapper valves, to the point of turning on the heat at the windshield in the hope if would bleed off—so cutting off 50% of the source is interesting to me)

Access (agree few things are easy with the six in the car)

[mb911]

Ben,
How do you deal with having to flip the flanges on the left head exchanger for the 964 engine? Do you move the access tubes for the bolts??

Also, I have a set of these heat exchangers. How much to get them converted???

@ClayPerrine

Is the 964 head drilled and tapped for either direction flange? I thought they were so you could use any flange rotation. Rotating the flanges is the biggest PIA if not necessary that saves a bunch of time and money.

Mine is not setup for 4 stud pads on the heads. So I am stuck with the rotated flanges.

I have a set of 993 heat exchangers that have the flanges already rotated. But I want to redo the way the heater boxes attach and the output flanges.

Clay

Well let me know I might be able to help you with the flanges already rotated that saves a bunch of time and money

[jc73-914]

Hi Ben, did you use the OEM type head to HE gasket on your 2.4 set up?

John

[mb911]

Hi Ben, did you use the OEM type head to HE gasket on your 2.4 set up?

John

Yes

[jc73-914]

Great, thx…looking forward to more stories on this set up.

J.

[mb911]