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$100K in your bank account?

My best 4 cam story: Jack, the guy who owned Dean Jeffries custom Carrera, bought the car with a pushrod engine in it. When he found the history of the car he set out to find a 4 Cam for it and a buddy of his that owned 550-0113 found him 9009… for $900.
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During the restoration process and prior to spending thousands on rebuilding it the owner of the original car it was in, 550-022 heard about it and offered to trade him a freshly rebuilt 547 for his original engine.

BITD, these motors were just worn out racing motors. Jack said one of the old Brumos mechanics told him he remembered taking several of them to the dump and throwing them out of the back of the truck.

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Last edited by dlearl476

Yep. They became junk, for a while. Obsolete for racing, no good for the street. Expensive boat anchors and not really suitable even for that purpose.

One of the things that occurred to me as I put my Spyder together is that the Raby Type 1 1915 I scored from Carey, at 120 (rated) HP, is not actually similar in power an original 1500cc 547 engine, as one might at first suppose. The reason?

Torque.

The 547 was rated at about 85 ft-lbs at 5000 RPM.

My measly base 1915 makes 125 ft-lbs at 4000. That's 47 percent more grunt, 1000 RPM lower than the premier small displacement racing engine of 1955.

That's a huge difference on the street. (And of course a lot less power than those of you running 2110s, 2180s and 2332s can boast).

Frankly it's almost impossible for most of us to even imagine what a real 4-cam feels like on public roads, but it's fair to say that most of us, if we got to sample one and were being honest, would be disappointed.

Agreed. You really have to keep the 547 "on the boil" so to speak.

Not unlike Toni Zimmer's Honda S2000 I drove. About 6500-9400 is when the REAL power shows up. And when it does, it's a beautiful thing.

I've driven some older Fiat twin-cam small engines in the X19 and the Lancia Scorpion. They like to rev, but no torque.

Have you ever driven a 2.0 litre 911? Same thing, but a touch more torque because flat6.

Last edited by DannyP

I have another internet friend who’s probably owned 75-100 Porsches through the years, from $800 Speedsters in the early 60’s to racing 908’s, 924GT’s and Toad Hall RSRs in the 80’s-90’s. He said the same thing. The 4 Cams had a very narrow power and and were dogs below 5,000-5500 rpm. Although there was quite a premium on MSRP, many owners replaced them with pushrod motors when they needs serious repairs.

Last edited by dlearl476

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Yeah, not that I will ever know, but this is one of the better videos I've found of what it's like to drive one in the real world:





First take is that it seems about the same amount of grunt as my (very) mild 2-liter, except that everything happens about a grand higher. Routine shifts in traffic are at 4000 rpm. For a little more go, he shifts at 4500.

On the highway, he's doing over 4000 at 70, and I'd think the buzz would get old pretty quick on a long drive.

I can see things getting kinda nifty at, say, 7000, but you'd probably worry some about the potential expense of a missed shift.

All things considered, I'm OK with what I've got.

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Last edited by Sacto Mitch

Seems like he’s barely getting on it. But then, I guess if I was a dealer driving a half million dollar car, I wouldn’t be thrashing it either. I don’t know exactly what tach shading has to do with it, but it seems like it might be pretty important considering just about every motor came with a different tach.

Carrera GS:

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According to an explanation of the shaded areas I read on the 356 Register last night 7500 is “redline,” power band is 6,000-7,500, and usable power is 4,000<.

I read somewhere (here?) that under revving the 4 camers was harder on them than winding them out.

Funny thing, that’s almost exactly like my dad’s Fiat 850 Coupe. Nothing below 3600, 4K-7.5K it was a little screamer.

I know it’s apples and oranges to compare our (mostly) Brazilian repro gauges and plethora of engines to engine matched OEM Porsche tachs, but I’ve never run my motor into the red shaded area, but it’s not because it seems to be running out of grunt. In fact, compared to my Ducati engine, it feels like it’s got another K in it, easy. (Although I doubt I’ll ever tempt it.)

Balanced internals, lightened flywheel and a decent sized cam means never having to short-shift. Wound mine to 6k today and that seems right. I set the rev limiter to 6400 just to be safe.

PS @DannyP the 2.0 flat 6 is very comparable on paper to my 1.9 Type 1. It's five horses and six ft-lbs more, both at just a couple-three hundred RPM higher.

Porsche 911T and 914’s 2.0 liter (1991cc) flat 6: 125hp @5800; 131 ft-lbs at 4200.

Last edited by edsnova
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