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2d drawing of suspension component from CAD software. 

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2d drawing of suspension component from CAD software. 

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:Re-Profiled Camshaft Valve Clearance

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Rear drum brakes:                   First approach is to take the wheel off but in this case the car was already on axle stands so therefore being one stage ahead. So the four bolts connected to the hub were taken out with a breaker bar with some use of leverage. Then removing the hub pin out, to next remove the wheel spacer off. Using a 38mm breaker bar to remove the spindle bolt to de-restrain the hub. Then using a plastic end hammer to knock off the drum casing to expose the drum brake setup. The images below show the rear drum brakes interior.    Drum brake are not seen very often in Motorsport. One reason being that discs are a lot easier to see and replace with time to see what’s going on, as the case with drums are enclosed so removal of the casing will be the situation. Making  things more inefficient. 

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Rear drum brakes:                   First approach is to take the wheel off but in this case the car was already on axle stands so therefore being one stage ahead. So the four bolts connected to the hub were taken out with a breaker bar with some use of leverage. Then removing the hub pin out, to next remove the wheel spacer off. Using a 38mm breaker bar to remove the spindle bolt to de-restrain the hub. Then using a plastic end hammer to knock off the drum casing to expose the drum brake setup. The images below show the rear drum brakes interior.    Drum brake are not seen very often in Motorsport. One reason being that discs are a lot easier to see and replace with time to see what’s going on, as the case with drums are enclosed so removal of the casing will be the situation. Making  things more inefficient. 

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Exposed rear drum brake

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Removing the dampers

Removing the rear damper required undo the bottom and top bolt. These required a 19mm socket and a little extra leverage to remover. Bolts removed the damper was out then taken over to the compression machine. However requires the dog mount to be made to fit so the compression test doesn’t go off balance. The front damper was relatively the same. However the front could be taken off to be used on the spring compressor.
Designing to adaptor plates so the Spring compression test can be completed

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2d drawing of Adaptor for spring compression test.

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Brake replacement on frontReceiving new discs and bearings for the front left quarter we were working on. Firstly placing the shells for the bearing into the disc using a press machine to create the tight fitment. Applying a moderate amount of grease to the bearing and shell inside the disc. Just so no stress ids caused by the friction. The sliding the two bearing in either side with a seal on the rear hub centric of the disc and a washer on the front. Placing the disc on the disc needed to be torqued up the correct fitting by ensuring the disc feels secure yet can freely rotate around the hub.    The rear was already completed just needed to be torqued up. Specifically speaking up to 350nm using a specialized torque wrench. Once that was completed a drop pin just needed to be placed in place. 

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Brake replacement on frontReceiving new discs and bearings for the front left quarter we were working on. Firstly placing the shells for the bearing into the disc using a press machine to create the tight fitment. Applying a moderate amount of grease to the bearing and shell inside the disc. Just so no stress ids caused by the friction. The sliding the two bearing in either side with a seal on the rear hub centric of the disc and a washer on the front. Placing the disc on the disc needed to be torqued up the correct fitting by ensuring the disc feels secure yet can freely rotate around the hub.    The rear was already completed just needed to be torqued up. Specifically speaking up to 350nm using a specialized torque wrench. Once that was completed a drop pin just needed to be placed in place. 

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3D CAD print shot of part:

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In tank fuel filter and fuel tank/exhaust:  Firstly starting with the in tank fuel filter at the bottom broken, so attempting to repair the part, we cleaned up the debris of the filter and removed the broken hose and jubilee clips. One of the wires was also broken. We replaced the hose and clips attached the wire only to find the filter had no voltage running through it. Therefore a new part had to be ordered.   From there we decided to use Borescope to check the condition of the fuel tank. Everything checked out reasonably fine, minor surface rust and carbon debris at the bottom of fuel tank. Using an air hose to clear the remaining debris to spare the fuel lines of blockage. Also removing the rear section of the exhaust as it was already damaged and to get better access to view the condition of the fuel tank. Also removing the center console to get better access to center of the car too try and understand why no oil pressure was being obtained. 

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In tank fuel filter and fuel tank/exhaust:  Firstly starting with the in tank fuel filter at the bottom broken, so attempting to repair the part, we cleaned up the debris of the filter and removed the broken hose and jubilee clips. One of the wires was also broken. We replaced the hose and clips attached the wire only to find the filter had no voltage running through it. Therefore a new part had to be ordered.   From there we decided to use Borescope to check the condition of the fuel tank. Everything checked out reasonably fine, minor surface rust and carbon debris at the bottom of fuel tank. Using an air hose to clear the remaining debris to spare the fuel lines of blockage. Also removing the rear section of the exhaust as it was already damaged and to get better access to view the condition of the fuel tank. Also removing the center console to get better access to center of the car too try and understand why no oil pressure was being obtained. 

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Valve timing for the PorscheOriginal valve clearance for the Porsche 924 set from manufacture is 5o before (TDC) the intake will open. And 37o after (BDC) the intake will close. And at43o before (BDC) the exhaust will close however at 7o after (TDC) the exhaust valve will close again. Between the 5o and 7o of the intake opening and exhaust closing this is called the overlap.   Using the original camshafts but re-profiled and upgraded version. Valve clearance for the Porsche 924 set at is 7o before (TDC) the intake will open. And 44o after (BDC) the intake will close. And at 50o before (BDC) the exhaust will close however at 9o after (TDC) the exhaust valve will close again.   Removing material off the cam will improve the power and performance and reduce lift. Aftermarket part are hard to come by on a scarce classic car. Logical to upgrade the original part as all original bolts will fit firm into place. The whole of the cam profile is larger causing the tappets to have a new clearance creating the lift and extended duration.    The cam timing is linking the TDC with the crank in line with degrees. Cam timing must be done to ensure a vehicles optimum performance. The process of opening and closing on the inlet and exhaust valves overlapping each other. The OEM camshaft timing overlap is 2 cycles per lap. 

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Valve timing for the PorscheOriginal valve clearance for the Porsche 924 set from manufacture is 5o before (TDC) the intake will open. And 37o after (BDC) the intake will close. And at43o before (BDC) the exhaust will close however at 7o after (TDC) the exhaust valve will close again. Between the 5o and 7o of the intake opening and exhaust closing this is called the overlap.   Using the original camshafts but re-profiled and upgraded version. Valve clearance for the Porsche 924 set at is 7o before (TDC) the intake will open. And 44o after (BDC) the intake will close. And at 50o before (BDC) the exhaust will close however at 9o after (TDC) the exhaust valve will close again.   Removing material off the cam will improve the power and performance and reduce lift. Aftermarket part are hard to come by on a scarce classic car. Logical to upgrade the original part as all original bolts will fit firm into place. The whole of the cam profile is larger causing the tappets to have a new clearance creating the lift and extended duration.    The cam timing is linking the TDC with the crank in line with degrees. Cam timing must be done to ensure a vehicles optimum performance. The process of opening and closing on the inlet and exhaust valves overlapping each other. The OEM camshaft timing overlap is 2 cycles per lap. 

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Suitable race series for the PorscheCurrently the Porsche is sitting near enough standard. With certain race safety equipment like roll cage, fire extinguisher and safety cut off. Apart from this the engine, chassis suspension components are all from factory. Therefore I believe the car would be suitable for the Porsche 924 series in the BRSCC. The Porsche originally came from this race series previously so in a logical sense to repair and restore back to it’s first hand. Splitters and spoilers are prohibited from altering dimensions.       The chassis, bodywork, engine power output, suspension, transmission, ignition, brakes, fueling must all be retained OEM standard specification.  Modifications that can be made to vehicle are removing the interior via the exception of the driver’s seat and steering wheels (passenger seat must match drivers though). Plastic windows and heating/air conditioning can be removed. The minimum ride height has to be from 85mm off the ground. Additional cooling systems made from the bodywork can be added. Tf motorsports flywheel can be changed from OEM if necessary. Tires that can be used are toyo proxies r888r - Front 225/40R18, Rear:- 265/35R18.The engine power out specification as listed from the flywheel:    Engine power output measured at the flywheel shall be declared at registration as: Engine Code: M96.21 Maximum output 210kW/282hp Engine Code: M96.24 Maximum output 217kW/290hp Engine Code: M96.26 Maximum output 227kW/305hp to convert to/from hp/kW the conversion value will be 0.7355.Minimum weight will be: - Mk 1 engine (M96.21) 1280 Kg including driverMk 2 engine (M96.24) 1305 Kg including driver. Mk 3 engine (M96.26) 1325 Kg including driver.Specifications that need to be carried out are manufacture related. So if a part needs replacing or put up to scratch it needs to be listed frim or apart from factory to reach its maximum optimum/potential. Therefore this won’t have too much of an effect on costs due to parts only being able to be untouched pre-manufactured parts. Only the situation only labor and hours will have an effect on cost, say a situation like the conrods and pistons. The pistons can be 1mm diameter and conrod bearings can be removed to be by later models or non-standard. Development of areaDue to the limitations on the race series there is very little room for improvement that can be made. Because of the limitations it restricts the amount of areas to develop and fiddle with. The best area to develop I believe is the engine powertrain, even though no modifications can be made. Although very minimal things can be changed, these minimal altercations can make a huge difference.       It does mention in the regulations that moving parts can have minimal removal due to balancing. Rebalancing the parts allow the engine to run more smoothly and efficiently. Due to the Porsche being an older vehicle, the car will have had its fair share of life. The parts can rewrapped around on the crank to even the weight out a little bit.  If one piston will need material removing from the other to balance out with the other it can be taken from the pin. Or material could be removed from the inside of the piston.     Costs vary on the precision of the amount of material to be removed. If the labor can be done personally very little in cost just skill and maintenance need to be taken into accountant. Again with very little adjustments being allowed to costs will not have too much of an effect, only time and labor. 

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Suitable race series for the PorscheCurrently the Porsche is sitting near enough standard. With certain race safety equipment like roll cage, fire extinguisher and safety cut off. Apart from this the engine, chassis suspension components are all from factory. Therefore I believe the car would be suitable for the Porsche 924 series in the BRSCC. The Porsche originally came from this race series previously so in a logical sense to repair and restore back to it’s first hand. Splitters and spoilers are prohibited from altering dimensions.       The chassis, bodywork, engine power output, suspension, transmission, ignition, brakes, fueling must all be retained OEM standard specification.  Modifications that can be made to vehicle are removing the interior via the exception of the driver’s seat and steering wheels (passenger seat must match drivers though). Plastic windows and heating/air conditioning can be removed. The minimum ride height has to be from 85mm off the ground. Additional cooling systems made from the bodywork can be added. Tf motorsports flywheel can be changed from OEM if necessary. Tires that can be used are toyo proxies r888r - Front 225/40R18, Rear:- 265/35R18.The engine power out specification as listed from the flywheel:    Engine power output measured at the flywheel shall be declared at registration as: Engine Code: M96.21 Maximum output 210kW/282hp Engine Code: M96.24 Maximum output 217kW/290hp Engine Code: M96.26 Maximum output 227kW/305hp to convert to/from hp/kW the conversion value will be 0.7355.Minimum weight will be: - Mk 1 engine (M96.21) 1280 Kg including driverMk 2 engine (M96.24) 1305 Kg including driver. Mk 3 engine (M96.26) 1325 Kg including driver.Specifications that need to be carried out are manufacture related. So if a part needs replacing or put up to scratch it needs to be listed frim or apart from factory to reach its maximum optimum/potential. Therefore this won’t have too much of an effect on costs due to parts only being able to be untouched pre-manufactured parts. Only the situation only labor and hours will have an effect on cost, say a situation like the conrods and pistons. The pistons can be 1mm diameter and conrod bearings can be removed to be by later models or non-standard. Development of areaDue to the limitations on the race series there is very little room for improvement that can be made. Because of the limitations it restricts the amount of areas to develop and fiddle with. The best area to develop I believe is the engine powertrain, even though no modifications can be made. Although very minimal things can be changed, these minimal altercations can make a huge difference.       It does mention in the regulations that moving parts can have minimal removal due to balancing. Rebalancing the parts allow the engine to run more smoothly and efficiently. Due to the Porsche being an older vehicle, the car will have had its fair share of life. The parts can rewrapped around on the crank to even the weight out a little bit.  If one piston will need material removing from the other to balance out with the other it can be taken from the pin. Or material could be removed from the inside of the piston.     Costs vary on the precision of the amount of material to be removed. If the labor can be done personally very little in cost just skill and maintenance need to be taken into accountant. Again with very little adjustments being allowed to costs will not have too much of an effect, only time and labor. 

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A link below will cover the full details of the race regulations:

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Affordable Porsche racing with 3 classes for the 'Race Spec' 3.2s Porsche Boxster, 'Production Spec' Porsche Boxster & 2.0 Porsche 924.

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This is Secondary part on 3d CAD software.

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Suspension component ready for spring compression test.