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Customer: Please review all instructions prior to use or installation of any LN Engineering product. If you have any questions about these procedures or warranty (link at bottom of page), please feel free to contact LN Engineering LLC directly at 815-472-2939 or via email at info@LNengineering.com. Preface LN ENGINEERING WILL NOT TEACH YOU HOW TO BUILD AN ENGINE OR HOW TO WORK ON YOUR ENGINE. IF YOU ARE UNQUALIFIED TO DO SO, SEEK PROFESSIONAL ASSISTANCE. MOST NON-WARRANTY CLAIMS ARE AS A RESULT OF PROBLEMS CAUSED BY DO-IT-YOURSELFERS THAT ARE IN OVER THEIR HEAD. IF YOU HAVE PROBLEMS, SEEK PROFESSIONAL ASSISTANCE. M96/M97 Application Specific Notes All oil and water passages in block must be cleaned prior to assembly. Bores also must be cleaned using the process outlined below. When using a 99mm bore, please use the 997 3.8 factory head gaskets, Porsche part number 997 104 201 02. Prior to assembly, be sure to gap rings to .015" total gap on top ring, .016" total gap on 2nd ring, and .015-.016" on oil controls. Hooked wire locks must be ground to remove majority of hook as they will interfere with clip installation. Just enough hook must be left to be almost flush if not flush with outside diameter of wrist pin clip installation tool. Taper sleeve ring compressors should me used (available from LN Engineering) for proper installation, as conventional ring compressors will break piston rings when installing pistons into your M96/M97 block. Be sure also not to push piston through ring compressor perfectly flat, as that too will cause ring breakage. You must tap the piston side to side through the ring compressor so that the rings cross into the bore slightly off parallel with the deck. Cylinder Installation In most cases, Nickies cylinders should be run with an aluminum-to-aluminum sealing surface with no need for gaskets or sealing rings, with cylinders lapped to the cylinder head for optimal performance prior to cleaning and assembly. Using an ultra-fine Clover compound or a mix of Ajax and water to make a thin paste for a lapping compound is also acceptable. After lapping the cylinders to each corresponding head, they now need to be cleaned. Scrub cylinder walls and mating surfaces with hot water and soap then clean thoroughly with denatured alcohol or similar solvent until wipes come out clean using Chem-wipes until wipes come out as clean as the go in. NOT DOING SO WILL RESULT IN DAMAGE TO YOUR ENGINE! M96 engine cases must be thoroughly cleaned, including all galleries and passage ways. We do not clean engine blocks or cylinders in any way prior to shipping. If desired, a very light misting of Copper Spray-A-Gasket (Permatex # 80696) can be used on the heads where the cylinders seal, after cylinders and heads have been lapped together and cleaned for final assembly. We also recommend using sealant such as Curil T on cylinder bases between the cylinder and case or between the base shim or gasket and the case. Although Curil T can also be used between the cylinder and base shim or gasket, Curil K2 is the preferred sealant to use between the cylinder and shim or gasket if the cylinder is not sealing directly to the case. We do not provide any provisions on our Nickies cylinders for head gasket or cylinder base o-ring grooves. We do not recommend o-ringing 964 and 993 crankcases when using machine-in 109mm case spigots and our machine-in cylinders. Make sure head studs do not bind anywhere on your cylinders! You should maintain a minimum .010” clearance between the cylinders and head studs. Base shims may be required to properly set your deck height and/or valve to piston clearance. Similarly, verify base shims or cylinders are seating flat on the case and deck height is even between cylinders and that base shims or gaskets do not bind on the cylinder skirt going into the case spigot. Steel shims will need ~.010” clearance to ensure shim does not seize on cylinder when at operating temperature. Additionally, case cylinder spigots and/or cylinder shims may require chamfering to prevent binding and/or catching of the radius on the skirt of the cylinder. All Nickies cylinders are surface ground to have their height groups matched. Variations in deck heights may be as a result of an improperly prepared case deck or uneven base shims. Ring Installation We recommend a light coat of non-synthetic oil motor on the cylinder walls for initial installation- a 50/50 mix of SAE 30 oil and STP (red bottle) or GM EOS can be used for this. Do not install the rings and cylinders dry! If supplied with your order, use the CMW Assembly lubricant for this and for the cylinder walls as well. The rings supplied with your JE Pistons and Nickies cylinders have been selected for optimal performance with your Nickies cylinders. Most ringsets will not require gapping, but it is absolutely imperative that ring end gaps are checked and gapped if necessary. The top ring should have a slightly tighter gap (approximately .001” smaller) than the second ring; >= .015” for the oil ring rail gaps is recommended. Oversize rings (where available) may be required to get file to fit but are not available for all bore sizes and some ring sets may have larger ring gaps than minimums aforementioned. When in doubt, please refer to Porsche specifications for ring gap and installation. A minimum of .002” per inch of bore is recommended and many applications will require additional ring end gap clearance. If rings have a dot on one side, typically the dot or marking goes facing the combustion chamber. If your cylinders have been re-honed or are oversized, your ring gap will be larger than normal – as long as ring end gap does not exceed wear limit of 1mm there should be no concern. Cast iron or biral type cylinders will require additional piston to cylinder clearance as well as larger ring end gaps whose specifications are available upon request. If the rings provided have end gaps larger than what is optimal or desired, Total Seal can modify existing top or 2nd rings to gapless. Be sure to specify that you are running a Nikasil bore to ensure they supply the proper ring for this application. If you do not know how to gap rings, do a search on google for "gapping rings". You'll need to purchase a piston ring gapping tool to do the job correctly, then deburr the rings with a jeweler's file at the ends you have just ground. For ease of piston installation, a tapered sleeve ring compressor is recommended. They are available in most every bore size (one for each specific bore size) and are offered by Wiseco and ARP, among other brands. Break in addtn’l comments For complete information on proper engine break in technique and recommended oils for your engine, please visit http://www.LNengineering.com/oil.html before running your engine the first time. Do not use synthetic oil for break-in! Use a SAE 30 or appropriate weight non-synthetic motor oil. We recommend GM EOS assembly lube on all critical engine components and in the crankcase fill at time of break-in. We recommend Brad Penn Racing SAE 30 Break-in oil until the engine is broken in, or at least the first 100 to 200 miles of operation. Prime the engine for oil pressure before starting; do not pre-fill the oil filter and it is also recommended to put a bit of petroleum jelly in the oil pump gears- this helps pre-lube the oiling system. You want oil pressure as quickly as possible. When possible, use a dyno to break in the engine, as best results are achieved this way. Run the engine between 2500-4000 rpm for at least 15 minutes. Shut down and let cool. Excessively rich fuel mixes will wash oil off the cylinders leading to premature ring failure, scuffing of the bores, and high oil consumption. Change oil, filter, and adjust valves. Continue to use Brad Penn Racing SAE 30 Break-in oil and/or GM EOS. Repeat again at 100 and 500 miles. Constantly vary engine load during break-in. Do not hold any given speed or rpm for an extended interval. Applying loads to the engine for short periods of time causes increased ring pressure against cylinder walls and helps to seat the rings. Run the engine hard (avoid excessive rpm or lugging of the motor), do not baby it! The use of engine breaking if breaking in the engine in the car on the road will help the rings seat better and faster. We do not recommend using synthetic until after a minimum of 1000 miles or preferably, not until after 3-5000 miles. If pistons or cylinders are damaged or rings do not seat due to improper break-in or cam/lifter failure, over-lean, over-boost, over-rich, improper installation and/or failure of rings, improper assembly or prep, any repairs and/or replacement of product is at customer’s expense. Head studs & Thru-bolts We recommend ARP products exclusively with our Nickies cylinders. We recommend on all four cylinder applications to torque the ARP head studs to 24 ft/lbs with ARP moly lube when used with Nickies cylinders. Some applications may require more torque. Be sure to use a calibrated torque wrench. Over-torqued cylinders may fail to have proper ring and head seal, and may damage your engine. Damage done by over-torquing will not be warrantied. Torque thru-bolts to factory specs with ARP lube. For Porsche 911, 930, and 993 ARP head studs please follow the instructions as provided by ARP with their head stud kit or the factory specification in lieu of the ARP spec. 993TT dilivar heads studs are recommended for mag case engines and are an acceptable alternative to ARP head studs for the Porsche 911. Case savers should be used in any mag case when installing ARP head studs. We recommend your cylinder heads should be re-torqued after the break-in. When installing, do not bottom out head studs, but rather bottom them out and turn out ¼ turn, so that they are not pre-loaded against the bottom of the tapped hole. Use blue loctite on the ends going into the case if desired. Torque heads using factory specified pattern or sequence to the torque specifications provided. Re-torque heads if necessary after break-in using the factory specified torquing sequence without breaking torque on the head stud fasteners. Case savers are required for all magnesium cases when using Nickies cylinders or ARP head studs. If case savers/timeserts are used, studs should be test fit and pitch and diameter should be verified prior to installation in case; spigot registers in case should be machined after timeserts/case savers are changed or installed. If head studs are too long, we recommend shortening them by hand to size as required to remove excess thread rather than stacking washers. JE Pistons Your pistons are manufactured from 2618 low-silicon aerospace aluminum alloy best suited for use with your Nickies cylinders, unless otherwise specified or requested. Piston diameter must be measured at the gauge point, which is .500” up from the bottom of the skirt unless otherwise specified, as with all FSR type forgings. Maintain a minimum of .001” and do not exceed .0025” total piston cylinder clearance unless otherwise specified with JE Pistons when used with Nickies cylinders. We may provide pistons with additional clearance if the pistons are going to have their skirts coated as typically these coatings will reduce the clearance by .0005-.001” and some applications may require additional clearance. Ring end gap specifications are stated above in the section titled “Ring Installation.” We recommend .040-.060” deck height and min. clearance .100” deep and .050” radially valve to piston. Minimum piston/dome to head and spark plug clearance is .040”. Minimum connecting rod to piston clearance is .050” per side. Custom pistons are designed based on average head cc’s, case height, and a .040”-.060” deck height; specified compression ratio may or may not be an exact representation of the actual compression ratio and may vary slightly from the advertised compression ratio. Shims may or may not be required to set actual deck height and or compression ratio. Pistons should be clayed during the assembly process to ensure that proper piston to valve clearance is maintained or the solder crush method should be employed. Any modification of the pistons and/or cylinder heads is part of the normal engine rebuilding process and is the responsibility of the user; minimum .250” crown thickness should be maintained at all times per JE’s recommendations for street use unless otherwise specified by JE Pistons. Some applications will require extra crown thickness. Pistons as well as wrist pins should always be balanced and cleaned thoroughly prior to installation. Double check any forced pin oiler holes and oil return holes are free of debris. A light coat of CMW assembly lubricant supplied with your Nickies and JE Piston set is recommended on cylinder bores, piston skirts, wrist pins and piston pin bores, and rings. Wrist pin locks should not be reused and wrist pin buttons (aluminum, Teflon, etc.) should not be used. To install wire locks, install the end of one lock at 90 degrees from the pick lock groove. Use a small bladed screwdriver and insert the tip into the pick lock groove while you wedge the lock into the groove without kinking or deforming the lock. After the first lock is in place seat the lock by solidly hitting the wrist pin with a brass drift pin. Now install the connecting rod and the second lock. Seat the 2nd lock in the same manner as the first. Just as a precaution, we recommend hitting each side of the wrist pin with the brass drift pin an additional time. Take care not to damage the piston or the lock grooves. If you damage a wire lock, do not try to use it – call us for a replacement. If using spiro-loc or tru-arc wrist pin locks, please call for further instruction if further assistance is desired. When installing ring sets containing a rail with a tab, oil rail gaps should be installed at 10:30 and 1:30 respectively. The tab rail must be installed below the oil ring expander into the split oil drain back holes. Use caution not to install the rail tab in to the wrist pin oil hole. With pistons requiring oil rail supports, install oil ring support rails on the bottom of the oil ring groove with the anti-rotational locking detent facing downward. Rotate the oil ring support rail until the anti-rotational locking detent falls between the opening at the intersection of ring groove and wrist pin hole, then follow oil ring assembly procedure as normal. If you have any additional questions about your JE Pistons, call us first, read and follow the instructions provided by JE Pistons (on their website), or contact JE Pistons directly for assistance. R&R Connecting Rods R&R Racing Products can be contacted at 815-465-6741 or by visiting their web site at http://www.rrconnectingrods.com. More information about their steel rods including torque specs can be viewed here. As a leader in the Porsche community, LN Engineering's focus on quality, service, and support is evident, and begins with you. Let us help you succeed. Contact us at 815-472-2939 or
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Contact webmaster at info@LNengineering.com If you are having problems contacting LN Engineering, please email us at lnengineering@gmail.com, Copyright LN Engineering LLC ©2002-2012. *LN Engineering features a nickel silicon carbide composite coating similar in appearance and performance to Nikasil™, a trademark of Mahle Corporation, backed by a limited lifetime warranty. Porsche, Boxster, 356, 911, 914, 986, and 996 are registered trademarks of Dr. Ing. h. c. F. Porsche AG. All other trademarks and copyrights are property of their respective owners. All rights reserved. This content may not be used for any commercial use without express written permission of LN Engineering LLC, and possibly other copyright or trademark owners. |
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