I love how in the vid Wayne takes his foot of the gas and then you see the RX3 still accelerating after it lost, driver thinking i can't lose to a beetle.
This is my Volkswagen, there are many like it, but this one is mine. Without me my Volkswagen is useless, without my Volkswagen, I am useless.
61 Karmann Ghia 2110cc type1 w Los Panchito's
66 Deluxe Beetle 2270 type 4
10 Subaru WRX Impreza
I think it still surprsies even him...
COOOOOLLL!!!
westi wrote:That's mad Alan.
Matt, that is a great montage (probably not the right term sorry) of pics! I'm sure wayne would be stoked with it.
On a side note, Wayne I had a read through the entire thread again (still trying to learn about this world of turbo/injection).....with regards to your staging brake, does that work on the front brake circuit only (basically replacing a line lock?)? Forgive my ignorance, I couldnt' find the info and haven't had any experience with them before.
Secondly, with all your head work did you consider relocating the plug location for improved efficiency? Or is that not a worthwhile mod in your experience?
Cheers for supplying all the info in this thread, I've learned a lot already!
Alan
Dasdubber wrote:with regards to your staging brake, does that work on the front brake circuit only
Secondly, with all your head work did you consider relocating the plug location for improved efficiency? Or is that not a worthwhile mod in your experience?
Hi Alan , the staging brake is fitted to the rear braking circuit only so as to lock the rear wheels to prevent drive from the rear axle when loading up the clutch . If it was fitted to the front circuit it would lock the front wheels and the bug would push forward with the front wheels locked when loading the clutch .
In regards to relocating the spark plugs . To gain performance in my experiences by relocating the spark plugs , you have to angle the plug towards the exhaust valve . This makes the plugs impossible to get to in a volkswagen due to the design of the inlet manifold . I normally relocate plugs in the type-4 engines to gain extra thickness of head material between barrel mounting face on the head and spark plug to reduce head distorsion . In the case of my turbo engine , I am using a 5th headstud on each cylinder to achieve the same results and with better head sealing under boost .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
I checked out the damage to the titanium valve after my 10.49sec pass at Heathcote . The tappet clearance had increased to approx. 3mm and the top of the valve is non-existant . I am feeling very lucky that it didn't break or push the collets out .
Doesn't look pretty !!
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
I will be taking my turbo oval to WSID on wednesday night 14th November to see if I can lower my Quickest quarter mile pass of 10.49secs .
My turbo oval is a bit heavier now with the new rollcage ,but I am confident that the oval will run quicker after doing an 1/8 mile pass at Warrick of 6.75 secs @ 109.75 mph .
This is nearly 4mph quicker than the 10.49 sec pass when I ran at Heathcote back in January this year .
The oval is going onto the dyno tuesday afternoon and if it does survive this session of boost enhancements , then off to WSID on wednesday night .
Hope to see a few more VW's there .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
I just read this thread from 1-31 last night - fabulous! How about some photos of the rollcage?
.... oh yeah - thought of using chains when you dyno it? At least they won't melt.
Due to a massive work load and a severe shortage of staff , I will not be taking the oval to WSID on the 14th . The oval was supposed to come out of the trailer yesterday , to be serviced before the dyno session on tuesday night , but due to customer work it didn't get done .
I will try to get it out next weekend and will post the date when I will run .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
I'm hearing ya Wayne!!!!!!!!!!!!!!!!!!!!
No time for playing for me. Maybe a few months into 2008?
Good luck with your beast!
VOLLKOMMEN ART
nick@vollkommenart.com
Speed and Style
always impressive!
I did manage to get the oval out of the trailer on saturday and will give it a thorough check over tomorrow night before putting it on the dyno .
If the engine survives the dyno session , I will run the oval at WSID on wednesday night . I will be doing a few minor modifications with the wastegate plumbing as the last time it was on the dyno we had difficulty getting the boost above 19psi .
We are looking to run between 24-28psi and would like approx. 400bhp at the rear wheels . I am aiming for a 9.90 pass at approx. 138mph .
At Warrick this year the oval made 7 passes and there are no signs of head leakage . The engine sounds as good as it did when we took it up there . On the 1/8 mile it ran 109.75mph .
The oval is also fitted with a new rear wing which was designed and manufactured by Ric Campbell of BIG WIG RACE CARS in Texas .
I will post dyno results on tuesday night , and hopefully no pics of schrapnel .
If anyone wants one of these rear wings , I do have a new one in stock $350-00
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
Wayne,
Best of luck on the Dyno. I will be in Sydney for work on Wed, if you are racing, I will stay over and come out to watch. Just let the net know.
James C.
You're a crazy, crazy man.....for which we all love 😀
Wicked stuff mate👍
Reub
Well I stayed back tonight and serviced the oval . Everything looks fine , I am wrapped !!
I have adjusted the tappets which were all close to being at their correct clearances , checked all manifold nuts and intake system for any leaks , and had a thorough check-over of all suspension and brakes .
I have re-plumbed the turbosmart wastegate and I can see where we will get more boost from . The wastegate is fitted with a 14psi spring and with the turbo compressor outlet plumbed directly to the top side of the wastegate , 14psi boost pressure can now be added to the top side of the wastgate to get a total of 28psi .
Everything has gone very well and the oval will be on the dyno at South Coast Rotary tomorrow evening .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
The dyno session was very informative tonight . We set the low boost at 14psi and the oval ran 296bhp at the rear wheels .
We then tried the high boost circuit , only to discover that our boost was limited to 21psi and 340bhp at the rear wheels .
after much effort , plumbing , re-plumbing ........... I disconnected the boost controller and ran a boost hose directly from the compressor housing on the turbo , straight to the wastegate . This was done for diagnostic purposes and should have given us unlimited boost .
This was not the case as we have discovered that my T-60 garrett turbo is too small on the exhaust housing and exhaust wheel . At high rpm with the large capacity type-4 engine , the exhaust side of my turbo cannot cope with the volume of exhaust gases that is needed to pass through it . Therefore the turbo doesnt increase in speed to supply the volume of inlet air required to create boost .
To top that off , after a few more runs in testing , I have damaged the transmission . A large cracking noise came from the transmission which resulted in no 2nd gear and the transmission locking up when trying to reverse .
So I wont be at WSID tomorrow night . The engine and transmission needs to be removed so that the transmission can be stripped for inspection .
Will post pics of the damage ............
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
Get a Garrett GT3076 with the 0.86 turbine housing. Easily good for the 400rwhp but not much more. It will be extremely responsive too as they match these to 2lt hi reving modified jap engines.
Also i been in a 500hp 3lt supra that had a GT3040R single conversion on it, and it was very responsive too. No traction till 4th gear on the street. Considering the 2.9lt flat 4 it would be an interesting match. You'd be able to pull the 400rwhp power mark on about 15-16lb.
Shame about the tranny. I wonder what new broken parts you will have for the offerings to the god of speed shelf.
Joys of big power in a dub hey....
Great to hear about the power figures still👍
Reub
hypo-vw wrote:This was not the case as we have discovered that my T-60 garrett turbo is too small on the exhaust housing and exhaust wheel . At high rpm with the large capacity type-4 engine , the exhaust side of my turbo cannot cope with the volume of exhaust gases that is needed to pass through it . Therefore the turbo doesnt increase in speed to supply the volume of inlet air required to create boost .
Still made more power than last time
👍
What size rear cover is currently on the T-60 and what RPM was it restricting?
Cheers
the rear housing on the t-60 that I am currently using is a 1.00 , and the wheel is a 58 I think from memory . I will confirm this when I remove it .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
hypo-vw wrote:the rear housing on the t-60 that I am currently using is a 1.00 , and the wheel is a 58 I think from memory . I will confirm this when I remove it .
Hi Wayne,
looking forward to seeing what it does with an up grade.
On the few cars I have been involved with that are turbo charged,
the 1.00 split pulse housing was good for around 500 engine power.
I would suggest the compressor side needs upgrading more so.
I will look for my maps to see what i can find.
There is no doubt that the exhaust size will cause excess back pressure, but a guage in there wil confirm this.
I believe the .86 single entry housing has a higher flow rate than what you have now, but I have heard there is a 1.1 (or 1.09?) split hsg that is a bolt-on)
As Ian has hinted, a small upgrade will keep your drivability and boost response,
but open up your ability for higher manifold pressure gains.
westi wrote:That's mad Alan.
Sorry to hear about the G/box Wayne, but that's the game we are playing and can be expected.
Does that mean your not coming down to play at Portland?
VOLLKOMMEN ART
nick@vollkommenart.com
Speed and Style
Boostn wrote:Sorry to hear about the G/box Wayne, but that's the game we are playing and can be expected.
Does that mean your not coming down to play at Portland?
Hi Nick , I will be at Portland mate . I will probably run the oval at WSID before Christmas .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
the 1.00 split pulse housing was good for around 500 engine power.
I would suggest the compressor side needs upgrading more so
There is no doubt that the exhaust size will cause excess back pressure
Hi Dave , I'm led to believe that the exhaust housings do come to suit different size wheels . It is the size of the wheel that is the real issue , not the size of the housing . The surface area between the vanes of the 58 wheel that I am using is not enough to allow the volume of gasses to pass through the wheel . The surface area of a 67 wheel is much larger and would cope with a greater volume of exhaust gas . I'm sure we can get a 1.00 housing to suit a 67 wheel , but will confirm this .
I think the compressor side is ok , but will still look at it . Through our diagnostics on the dyno we discovered that exhaust gas pressure was blowing the wastegate from its seat .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
a few pics following of some visible transmission damage . Went to work yesterday morning to find a huge pool of oil under the oval , transmission oil .
You will clearly see that both the gear carrier housing and the selector housing are broken . Will need to get the box out and strip it to assess damage .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
more pics .
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
more pics
Team
FASTEST ET @ WARWICK 2010 & 2011
FASTEST SPEED @ WARWICK 2011
FASTEST ET & SPEED WSID 2012
PB - 6.33@113.07(1/8) & 9.88@135(1/4)
That looks horribly familliar Wayne!
westi wrote:That's mad Alan.
Ouch Wayne!
Dave, what was the outcome of suggestions via your cal-look thread for this problem? Is the "over-the-top" front solid mount a possible solution to this problem?
I see (just quoting here) Paul Guard mentioned the following modification:
1st gear thrust washer, swingaxle side gear thrust washer, 2 OD-ground 36 hp shims; all stacked between 4th fixed gear and the housing; minor machining required; set with .002" clearance; no chromoly nut even required
Wayne I know until it is stripped down the cause isn't known yet - I'm enjoying learning about these breakages (not that I enjoy seeing you guys break stuff) - but I'm sure I'll be in that position sooner or later so I appreciate the pics and info to learn more about possible prevention methods!
Alan
The problem with me was a failed pinion bearing nut.
But i have seen the actual bearing fail right there next to the thread.
Most of the USA guys feel just a chromoly version will suffice,
but I will add the thrust washers inside the case as well.
The stock magnesium intermediate housing will only handle very little thrust load,
so the thrust washer idea, in Waynes case, will only help a little.
Very unusual to occur with out a shock load however.
The mounting system I have is more than adequate,
and was not the cause (in my case) of the failed housing.
westi wrote:That's mad Alan.
