mike_sekinger

There were only two S350s produced in the Monaco White. This represents a chance for someone to benefit from a well evolved and developed car with some really unique features (e.g. one of only a few GTO UN1 6-speed dog engagement gearboxes)

That external damage is the least of your worries. Sadly, you are going to discover damage most likely to valves in both cylinder heads. On the bright side, everything can be fixed and hopefully before too long you will be enjoying the thrill of driving again.

It was the message from 13th April that gave that impression Chris. I know that ProAlloy are always busy, so not surprised that progress is slower than expected.

@2000V8Esprit Did you get a chance to understand the cause and extent of the damage?

@cweeden Any update on progress? As I understood, ProAlloy had the car back with the original installation since some time.

You have cause for concern. The 918 is an interference engine meaning that if your crank is turning and your RH bank camshafts are not, then the piston crowns will have made impact with some of the valves of that bank. Regardless of the actual reason behind the original failure, there will be damage to that bank caused by continuing to turn the engine. The RH bank also houses the cam sensor, hence the reason why the engine is not firing at all (thank heavens for that). If the LH bank continues to turn over, then you must have virtually no tension on the shared primary drive/IMS for the RH belt and it is just skipping. Stop cranking the engine and prepare to extract for a top-end rebuild of the right bank.

If you do decide to remove the driveshaft pins, it's a good idea to punch them out in reverse. Determine which side has the witness marks from the installation and punch to remove from the opposite end inner first and then outer.

All dry underneath. No weeping or leaks from any joints or couplings. Gearbox, road test and then finally the chargecooler plumbing. video-1621087507.mp4

OIl and fuel pressures established Finally had a chance to go for starting today. Caught first time which is always nice. video-1621081038.mp4

Hi Michael, Sadly Alan passed away last year. He did do an awful lot of great work behind the scenes and is still very much missed amongst us. Mike S

Rebuilt with new fuel pumps - rails have pressure. 10 ltrs of Millers run-in oil and we have oil pressure. video-1620583523.mp4

Great write-up Dave. Locally sourced for the grand total of 31.58€ incl. shipping.

At the beginning of this thread are the Service Notes section WA (single SIR) for Code 21. Here below are the related pages from the Service Notes WC.4 (dual SIR) related to Code 21. Follow the decision tree. It could be a connection issue. Unfortunately, I do not know the resistance of the load tool, so you may be limited in your responses.

Andy you are right. The service notes are written to support correct positioning of the outer tube, which also needs to attach to the rear of the RH cam cover. On the amount of oil, the service manual states an oil refill of 6.5 ltr but you must remember that when performing an oil change the oil coolers do not drain. When you are performing an initial fill of the complete system you will require something much more like your observed 8.5 ltrs.

Had a great visit from Andrä Schroers today. I'm absolutely thrilled at the standard of the his carbon work. Although still at the experimental stage, the finish and fit of his arch work is really excellent. So much more to come in the fullness of time. No wonder I'm grinning like an idiot....

Hi Dave, I tried to send you a message, but that didn't work. Can you share the Build Register data that you have for the S350s? Kind regards, Mike S

No - no coatings.

Are the pistons fitted with the correct orientation in those affected cylinders?....

Yes, Graphogen grease

That looks normal and is removed when the chain is under light pressure. In the image I can see that your IMS shaft bearings are ball race. Those should be upgraded to the later style roller bearings.

There is a small play when fitting but once the gears are in position and the snubbers in place, there is no slack movement.

Have a heart..... English is not the sellers Mother tongue. This is not going to be everyones cup of tea, but imagine the work that went into this project.

I just want to add that those who are committed to these kits may also wish to consider taking the chargecooler optimised 1 bar boost ECU calibration that I offer. This will elevate your power level to between 450-470bhp, depending on your turbos. Please PM me for details

Thanks Chris for the update. That's a single pass unit. I had hoped that they would include the twin-pass unit pictured below. Maybe you can ask then if that is a configurable option?

I would agree that if you do strip them, then clearing behind the baffles is essential. The rivets can be removed and tapped carefully to a minimum safe depth. I was forced to do this on Simon's engine as someone had sprayed inside the cam covers and the paint was coming off. With care, removing the rivets and tapping is a good option.