humpty Bishop of Volkswagenism
3,336 posts · joined Sep 2002 ·
With the new rims!!!!
2715cc Pauter Build-up(New stuff most days!)
kevo Officially Full-On Dubber
371 posts · joined Mar 2005 ·
hell yer humpty, cant beat the easy going west coast lifestyle!humpty wrote:Come to WA Dave.... Plenty of work here and you could work for yourself too.... Besides... the surf and the beaches are better over here!!!!
76 baywindow kombi - V8 & Weddle racing diff and gearbox
Daily driven beach cruiser
Daily driven beach cruiser
dangerous 23 Windows of Awesome
5,901 posts · joined Jan 2005 ·
I heard that there is good light in Broome.
westi wrote:That's mad Alan.
dangerous 23 Windows of Awesome
5,901 posts · joined Jan 2005 ·
Ran the car again on Sat night with the lighter wheels and smaller diameter tyres.
The suspension was raised 20mm to account for the tyre change, and this has eliminated any hopping even when I bogged the engine.
The weight saving gave me a MPH improvement up to 116.19 on an 11.51 pass,
but that may have been a combo of weight and RPM being higher thru the finish.
I left the fuel tune as it was previously, and the air density was worse by 1500 feet R/A.
All the bearings are sweet, and the pushrods and valve train are fine after seeing as much as 7750 RPM (.690 lift!)
So just some minor maintenence before the Jamboree.
[ Edited on 4-9-2006 by dangerous ]
The suspension was raised 20mm to account for the tyre change, and this has eliminated any hopping even when I bogged the engine.
The weight saving gave me a MPH improvement up to 116.19 on an 11.51 pass,
but that may have been a combo of weight and RPM being higher thru the finish.
I left the fuel tune as it was previously, and the air density was worse by 1500 feet R/A.
All the bearings are sweet, and the pushrods and valve train are fine after seeing as much as 7750 RPM (.690 lift!)
So just some minor maintenence before the Jamboree.
[ Edited on 4-9-2006 by dangerous ]
westi wrote:That's mad Alan.
humpty Bishop of Volkswagenism
3,336 posts · joined Sep 2002 ·
Damn straight.... but its a bit of a hike to the drag strip!dangerous wrote:I heard that there is good light in Broome.
Excellent work Dave.... Hows the competition stacking up?
Dasdubber DAS Resto Haus
5,746 posts · joined Aug 2002 ·
Hey Dave, is your next visit to willowbank for the jamboree? Brad and I are thinking of heading out this saturday (9th) for the test and tune in his ghia - I guess another trip would be pushing it! Did Rod and Pete run last weekend as well?
Good to see the new wheels made some difference!
Good to see the new wheels made some difference!
dangerous 23 Windows of Awesome
5,901 posts · joined Jan 2005 ·
Hi Alan,
Yes next run is Jamboree , but I might come up for a look if you guys are running.
Pete, Rod and Andrew(Stanley) all came up on Sat night, and will most likely come up to watch you guys.
I would love to run again, but it is just false economy whilst an unemployed bum!
See you saturday!
DB
Yes next run is Jamboree , but I might come up for a look if you guys are running.
Pete, Rod and Andrew(Stanley) all came up on Sat night, and will most likely come up to watch you guys.
I would love to run again, but it is just false economy whilst an unemployed bum!
See you saturday!
DB
westi wrote:That's mad Alan.
humpty Bishop of Volkswagenism
3,336 posts · joined Sep 2002 ·
ahhh... Its a good life! 8)dangerous wrote:...whilst an unemployed bum!
DB
Dasdubber DAS Resto Haus
5,746 posts · joined Aug 2002 ·
Cheers Dave, will most likely talk to you before the weekend.
dangerous 23 Windows of Awesome
5,901 posts · joined Jan 2005 ·
Well the jamboree was a wake up call for me.
I had forgotten how hard it can be to go racing when you are not in the right frame of mind.
I prepared the car well, but had not slept all that well leading up to the event.
After the last T&T, I had noticed that the car was slower to ET, despite the MPH being quite good by comparison.
But, first run I had was at 5pm after waiting around in the hot sun for most of the day, so I was a little annoyed by that point.
First pass was a 12.96@112.89. I missed 2nd gear three times and then it felt pretty strong.
I had leaned the fuel system off above 6000rpm.(or so I thought!)
Second launched well but had to stop on the track with wobbly wheels.
Sunday was a better day with a 11.81@112.87 that felt smooth but slow.
I fixed the alignment of the front beam,
Backed off the clutch,and
I had bumped the ignition timing up to 30 degrees from 28.
And also the day was extremely hot and humid.
Second round, with the timing back to 26degrees("twist of the wrist") and shift point up to 7800rpm(from 7600).
It was a 11.76@114.7.
Still smooth, but still slow.
But as I found out later(during this week) all the "high speed" fuel changes were just imaginary.
I took a trip yesterday to my old mate Alan Farrer's place and he spun up my fuel system on his flow bench.
About a year and a half ago I had done this myself using the milling machine to drive the fuel pump.
But I had used water as medium(for safety) and as it turns out water is too dense,
compared to methanol.(Alan uses a liquid with the same specific gravity as Methanol)
To cut a long story short, the "high speed" poppet was never opening.
Even when I dynoed the car about a year ago.
Also there was a 10% variation in the flow of each nozzle,
and my volumes were enough to supply fuel for a 350hp engine...way too much!
Anyhow, now the nozzle flows are even and flow closer to the correct amount for my estimated power.
I started the car up today and it already sounds better!
All the other maintenence jobs are done and it is right to go for Warwick.
Oil changed,
Filter was clean,
Tappets did not need adjustment(.690" lift and 7800 shift,:thumb)
Larger tyres fitted for 3rd gear finish at Warwick,
and battery is on charge.
Can't wait to see what this sucker will run!
[ Edited on 27-9-2006 by dangerous ]
I had forgotten how hard it can be to go racing when you are not in the right frame of mind.
I prepared the car well, but had not slept all that well leading up to the event.
After the last T&T, I had noticed that the car was slower to ET, despite the MPH being quite good by comparison.
But, first run I had was at 5pm after waiting around in the hot sun for most of the day, so I was a little annoyed by that point.
First pass was a 12.96@112.89. I missed 2nd gear three times and then it felt pretty strong.
I had leaned the fuel system off above 6000rpm.(or so I thought!)
Second launched well but had to stop on the track with wobbly wheels.
Sunday was a better day with a 11.81@112.87 that felt smooth but slow.
I fixed the alignment of the front beam,
Backed off the clutch,and
I had bumped the ignition timing up to 30 degrees from 28.
And also the day was extremely hot and humid.
Second round, with the timing back to 26degrees("twist of the wrist") and shift point up to 7800rpm(from 7600).
It was a 11.76@114.7.
Still smooth, but still slow.
But as I found out later(during this week) all the "high speed" fuel changes were just imaginary.
I took a trip yesterday to my old mate Alan Farrer's place and he spun up my fuel system on his flow bench.
About a year and a half ago I had done this myself using the milling machine to drive the fuel pump.
But I had used water as medium(for safety) and as it turns out water is too dense,
compared to methanol.(Alan uses a liquid with the same specific gravity as Methanol)
To cut a long story short, the "high speed" poppet was never opening.
Even when I dynoed the car about a year ago.
Also there was a 10% variation in the flow of each nozzle,
and my volumes were enough to supply fuel for a 350hp engine...way too much!
Anyhow, now the nozzle flows are even and flow closer to the correct amount for my estimated power.
I started the car up today and it already sounds better!
All the other maintenence jobs are done and it is right to go for Warwick.
Oil changed,
Filter was clean,
Tappets did not need adjustment(.690" lift and 7800 shift,:thumb)
Larger tyres fitted for 3rd gear finish at Warwick,
and battery is on charge.
Can't wait to see what this sucker will run!
[ Edited on 27-9-2006 by dangerous ]
westi wrote:That's mad Alan.
Doug Sweetman Nil Bastardo Carborundum
2,128 posts · joined Sep 2002 ·
swoit..... cant wait now.
Funny how engine tuning can be like that sometimes. I cant imagine how much black art goes into tuning those mechanical methanol injection systems......
Funny how engine tuning can be like that sometimes. I cant imagine how much black art goes into tuning those mechanical methanol injection systems......
tassupervee That really hurts doesnt it!
1,171 posts · joined Sep 2003 ·
Dave
If you find yourself a distributer out of a Nissan Pulsar turbo, It will take you approximately 10 minutes to alter to fit into the case and you have instant 360 degree optical crank angle sensors.
Id suggest around 6oo to 700cc injectors.
Trackside adjustments in seconds via a handpiece.
The rest will be self explainatory to you.
L8tr
E
E
If you find yourself a distributer out of a Nissan Pulsar turbo, It will take you approximately 10 minutes to alter to fit into the case and you have instant 360 degree optical crank angle sensors.
Id suggest around 6oo to 700cc injectors.
Trackside adjustments in seconds via a handpiece.
The rest will be self explainatory to you.
L8tr
E
E
Im not a complete idiot, quite a few parts are missing....
dangerous 23 Windows of Awesome
5,901 posts · joined Jan 2005 ·
Boy I have not updated this in a while!
I am still racing the same engine combo but have fine tuned it a little more,
but more importantly learnt a lot more about WHAT the engine wanted.
You can see most of my tinkering in this link:
http://forums.aussieveedubbers.com/viewtopic.php?tid=58055
Since my last post within this topic, most gains came from fuel system fine tuning,
and increasing the operating rpm with lower gearing.(and bumping up the rev limiter)
The limit is now set at 8400.
The bread crumbs I followed were layed at the 'VW Dyno Day' last year,
where the power peak was still climbing when it hit the 8000 rev limiter.
This information, and the good result I had at Warwick '07 with 8000 thru the finish,
with 1/8 mile gearing,
gave me a new plan of attack.
I re-geared he tranny to pull 8000rpm at my previous best mph,
and immediately the car was faster,
and mph gained from about 118 to 119.9.
With some fine tuning of the fuel system,
and using the 2-step rev limit at an ungodly 7500 launch,
It bested with a 11.00 at 121.46mph.
So with this final tune,
maths calculates the FW HP to be 247.
Car weighed 804kg, about 1770 lbs.
Just for information's sake,
a chassis dyno reveals this to have a figure of 220.8hp at the wheels,
on a DynoDynamics unit in Shootout mode.
The power peak was close to 8000 rpm.
Minor fuel changes, and new home made 5" ram tubes to replace the air cleaners,
raised this figure to a best of 225.5.
I will run this as it is for the up coming dyno day on the 19th of July,
and also for the Jamboree(23/24th Aug)
And of course, VW Warwick on the Sept/Oct week end.
After that I have some new things to try:
I am still racing the same engine combo but have fine tuned it a little more,
but more importantly learnt a lot more about WHAT the engine wanted.
You can see most of my tinkering in this link:
http://forums.aussieveedubbers.com/viewtopic.php?tid=58055
Since my last post within this topic, most gains came from fuel system fine tuning,
and increasing the operating rpm with lower gearing.(and bumping up the rev limiter)
The limit is now set at 8400.
The bread crumbs I followed were layed at the 'VW Dyno Day' last year,
where the power peak was still climbing when it hit the 8000 rev limiter.
This information, and the good result I had at Warwick '07 with 8000 thru the finish,
with 1/8 mile gearing,
gave me a new plan of attack.
I re-geared he tranny to pull 8000rpm at my previous best mph,
and immediately the car was faster,
and mph gained from about 118 to 119.9.
With some fine tuning of the fuel system,
and using the 2-step rev limit at an ungodly 7500 launch,
It bested with a 11.00 at 121.46mph.
So with this final tune,
maths calculates the FW HP to be 247.
Car weighed 804kg, about 1770 lbs.
Just for information's sake,
a chassis dyno reveals this to have a figure of 220.8hp at the wheels,
on a DynoDynamics unit in Shootout mode.
The power peak was close to 8000 rpm.
Minor fuel changes, and new home made 5" ram tubes to replace the air cleaners,
raised this figure to a best of 225.5.
I will run this as it is for the up coming dyno day on the 19th of July,
and also for the Jamboree(23/24th Aug)
And of course, VW Warwick on the Sept/Oct week end.
After that I have some new things to try:
westi wrote:That's mad Alan.
2443TT Fahrvergnugen
962 posts · joined Dec 2002 ·
Hi Dave,
Is that one of those chinese copies of the autocraft head? There was some discussion about those on shoptalkforums, and marty staggs mentioned that although the casting is good, the porting has to be completely re-worked as the small end of the port is at the manifold end which is of course backwards. There was something about the valves, valve guides and seats that needed re-working or finishing as well.. I cant remember, it was a while ago.
Though if your looking for a cheap set of heads and have access to your workshop i doubt that would be a difficult to fix issue.
Is that one of those chinese copies of the autocraft head? There was some discussion about those on shoptalkforums, and marty staggs mentioned that although the casting is good, the porting has to be completely re-worked as the small end of the port is at the manifold end which is of course backwards. There was something about the valves, valve guides and seats that needed re-working or finishing as well.. I cant remember, it was a while ago.
Though if your looking for a cheap set of heads and have access to your workshop i doubt that would be a difficult to fix issue.
dangerous 23 Windows of Awesome
5,901 posts · joined Jan 2005 ·
Hi Ian,
these are from Roger Crawford and are the CD castings.
Not the land of China ones.
Still need a lot of work, but been here before!
these are from Roger Crawford and are the CD castings.
Not the land of China ones.
Still need a lot of work, but been here before!
westi wrote:That's mad Alan.
humpty Bishop of Volkswagenism
3,336 posts · joined Sep 2002 ·
😁 Holy shit Batman.... Will you look at that!
Martin Taylor Learner Dubber
7 posts · joined May 2009 ·
Just been reading though your post, Ive had to do the same work to the bearings ect in mine.
I too had to make a fixture for machining the bearing to allow the oil escape the bearings.
I even re-did the oil passages.
Oh my motor is
pauter block
sony bryant crank
paradise billet heads, turbo ect ect ect.
Keep up the good work, always interested in people who do there own machining and arnt scared to try somthing new.
Martin
I too had to make a fixture for machining the bearing to allow the oil escape the bearings.
I even re-did the oil passages.
Oh my motor is
pauter block
sony bryant crank
paradise billet heads, turbo ect ect ect.
Keep up the good work, always interested in people who do there own machining and arnt scared to try somthing new.
Martin
Martin
9.83 on street tires and 98 octane pump gas
9.83 on street tires and 98 octane pump gas
dangerous 23 Windows of Awesome
5,901 posts · joined Jan 2005 ·
Thanks Martin.
I have seen plenty of V8 Sonny Briant cranks but never one for a VW style engine.
They are probably one of the nicest cranks I have ever seen!
Any pictures of yours?
I have seen plenty of V8 Sonny Briant cranks but never one for a VW style engine.
They are probably one of the nicest cranks I have ever seen!
Any pictures of yours?
westi wrote:That's mad Alan.
Martin Taylor Learner Dubber
7 posts · joined May 2009 ·
yeah i have a few pictures of the motor, dont think i have any of the crank on its own. its a lot lighter that the Pauters.
there you go.
its changed a bit, but you know what development is like!
there you go.
its changed a bit, but you know what development is like!
Martin
9.83 on street tires and 98 octane pump gas
9.83 on street tires and 98 octane pump gas
Boostn Wolfsburg Wizard
657 posts · joined Apr 2005 ·
Very sexy!