The 550 Spyder 547 engine used an early "solid" fan shroud not split in the middle as later versions were. The Spyders raced by the factory had a special aluminum fan shroud and cylinder tin. Here's our aluminum fan shroud being test fitted to an engine.
Roller Bearing Crankshaft
In the process of rebuilding the 4-cam engine we replace all wearing parts in the crankshaft assembly . Pictured here are our outer bearing races for both the crank mains and for the rod big ends.
Bearing Roller Cages
In addition to the new bearing races and new rollers from SKF we manufacture new bearing cages for our crankshaft assemblies. This provides proper control of the rollers and prevents the slight sideways skewing of the rollers that can happen with used cages with excessive clearance.
New cam gear parts from Porsche pictures in left and rear have been available in the past. We're happy to be able to purchase these when we have to. Thank you Porsche for not forgetting your loyal customers ! I would not like to have to make these parts.
Original cam gear sets
When rebuilding our 4-cam engines we use titanium valves made exclusively for us. Material science has improved greatly since the 1950's and while I'm a huge fan of the 4-cam engine improvements in performance and reliability can be had by using parts made from better materials and machining processes. Our intake valve, collets and keeper are 35% lighter than stock and our exhausts are almost 40% lighter. This allows us to use less spring pressure to achieve the same control at higher RPMs resulting in less drag lever wear and better performance. Of course with the titanium valves beryllium copper valve seats ( upper left ) must be installed.
Another example of more modern material and machining practices creating better parts than stock 4-cam items. Here's a photo of an original piston on the right and our custom made piston on the left. Original pistons were cast ours are forged and feature a coated skirt. Also featured is a tighter ring pack and a piston pin moved higher to reduce angular velocity at top and bottom dead center. This of course requires a slightly longer made rod.
Here's a photo of the inside of our custom made forged piston. Being a forging means it must be able to be removed from the forging die and as such to create a piston that is both strong and light a secondary internal machining process is required. This photo shows the machining in steps under the dome as well as angular pockets above the pin boss. All this results in a piston / pin combination with a weight 23% lighter than stock parts. Less stress and strain on our newly rebuilt crankshaft .