I'm very new to the VW scene, very much enjoying it. I saw this dragster at Waynes shop this week and it looks mean to say the least.
I just want to thank Wayne and the guys down at WPVW for getting my wife's semi auto running nice and reliable. He really took an interest in our simple little car and didn't look down at it, he could have easily done so considering the monsters he has lurking in there.
I had a great time at WSID on saturday with my first passes in the WPVW dragster ...... what a blast it is to drive !!
It was sensational to see the response received for all the VW's running at the event . It was great to see and chat to all of the guys at CBB and to just chill and enjoy a day at the track together .
I gained some valuable data on the dragster ( especially that it goes straight !!) and here are my times for the 4 passes that I made ......
1st run - tune was way too rich & engine misfiring all the way down the strip.....
R/T ………… 0.940
60’ ………… 1.407
330’ ………… 4.440
1/8 ………… 6.956
MPH ………… 100.44
1000’ ……… 9.108
¼ …………… 10.914
MPH ………… 124.36
2nd run - pulled fuel from the tune & engine ran clean all the way to the end ( see video ) .....
R/T …………… 0.570
60’ …………… 1.419
330’ ………… 4.085
1/8 …………… 6.304
MPH ………… 109.55
1000’ ………… 8.239
¼ ……………… 9.888
MPH ………… 135.52
3rd run - increased boost & reduced timing 5deg . jumped out of 3rd gear during the skid & didnt get the tyres warm enough . Turned the tyres from the start & had tyre shake . Boost guage showed 16psi .....
R/T …………… 0.454
60’ …………… 1.495
330’ ………… 4.204
1/8 …………… 6.483
MPH ………… 106.82
1000’ ………… 8.488
¼ …………… 10.179
MPH ………… 132.90
4th run - Wayne stuffed up !! adjusted boost what I thought was a little higher & all hell broke loose . Awesome skid , great launch , then no clutch grip in 2nd , 3rd & 4th gear with boost guage needle smacked hard against stop past 30psi .....
R/T ………… 0.836
60’ …………… 1.412
330’ ………… 4.096
1/8 ………… 6.518
MPH ………… 98.33
1000’ ……… 8.696
¼ …………… 10.581
MPH ………… 112.96
Tonight Chris Bolton & I pulled the engine from the WPVW Dragster in preparation for Warwick 2013 VW Drags , to check the clutch and to remove the heads for inspection .....
The clutch is shagged !! the 4-puk iron disc is very badly worn & heat affected
The turbo is also shagged as the compressor turbine has suffered damage , which in turn has scored the compressor housing . The turbo will have to be replaced also
I removed the heads for inspection to find the headnuts are extremely loose as the 8mm headstuds have stretched grossly . The headstuds will have to be replaced
I also find that another cylinder has cracked . This time no.2 cylinder has cracked down the top spigot . We have found that the AA 94mm long barrels are reliable up to 250hp , but anything over that the top spigots crack badly . Time for some better cylinders
hypo-vw wrote:I also find that another cylinder has cracked . This time no.2 cylinder has cracked down the top spigot . We have found that the AA 94mm long barrels are reliable up to 250hp , but anything over that the top spigots crack badly . Time for some better cylinders
That's not good to hear.... I'm putting a set of those on my new engine in the very near future!... What cylinders are you looking at Wayne?
I will order another set of Pauter cylinders Simon ...... not sure yet whether I will use their race cylinders as I have used in Chris Bolton' turbo engine or their semi-modular cylinders as I have used in Ben Ford' supercharged engine . I will decide within the next couple of days
well I have decided to step it up to the Pauter semi-modular cylinders for the dragster . I really didnt want to spend too much on this engine as it is only a temporary engine which I will use until my big type-4 engine is ready for installation , however I want the engine to be reliable & tough , so this is my choice of cylinders .
I have also decided to remove the 8mm chromoly headstuds & install a set of Raceware 10mm chromoly race studs . This will require removal removal of the factory 8mm case inserts & installation of 10mm inserts
after installing all of the 10mm case inserts , I install the new set of Raceware 10mm race studs . I then clean & install the barrels / heads so that I can start to fabricate the new turbo system .
I have also decided to upgrade the turbo system with larger tubing , larger plenums that match the ports in the heads & a larger turbo
wayne
that is an unbelievable photo of that thread repair kit ,you started my day off great having seen it??
only 2059 posts F$&@$ me???????????????????????
hypo-vwAustralias 1st 10sec street beetle (Jan 2007) 10.49secs@132m
stoker wrote:wayne
that is an unbelievable photo of that thread repair kit ,you started my day off great having seen it??
only 2059 posts F$&@$ me???????????????????????
sorry your day started so shit Dave !! but that was for the benefit of those on the forum who are not engineers and/or experts in stud removal , and might just want to know how the f&@K you get these things out & what type of inserts are used to convert from factory 8mm inserts to 10mm inserts ......🤪🤪
great to see that you are your normal happy self !! have a great day 😂😂
Good work Wayne, so you use the Snap-On stud remover for the inserts....?? I've always used a modified (ground to a taper) nut and double nutted them, always a result but never easy. So do you drive the shaft into the threaded insert and have no problems winding it out?
Matt Berry Motorsports...air cooled advice, repairs and mods Ph 0408 704 662
OFF-ROAD,CIRCUIT,DRAG,STREET,ENDURANCE
matberry wrote:so you use the Snap-On stud remover for the inserts....?? . So do you drive the shaft into the threaded insert and have no problems winding it out?
with the Snap-on stud removal kit pictured , I was able to leave the engine assembled and fill each barrel opening with clean cloths to avoid foreign material entering the engine case .
Fortunately the factory 8mm case inserts are blind inserts , so I was able to drill each one ( including the deep no.3 stud ) with the 5/16" drill bit supplied in the kit , then drive the 5/16" removal shaft into each insert and remove them quite easliy . A couple of them were really tight as they had been there a long time , but placing the removal nut ( this is supplied in the kit to slide over the shaft ) down against the engine case to avoid unneccessary twisting / breaking of the removal shaft , I was able to get them all out .
I then used the 2nd kit pictured to install 10x1.5mm VW case timeserts . I had to run the timesert drill inside the 12mm holes when the inserts were removed , as the timesert drill has an extra cutting edge to chamfer the stud holes at the top so that the new inserts sit below the surface when installed . After all metal is cleaned away and stud holes are thoroughly washed out with brakecleaner , I then install the timesert inserts with the insert tool that is also supplied in the kit . The insert tool screws the inserts into place then spreads them out to correct size , locking them in place correctly . I also used loctite on the outside of inserts that I installed .
I have fabricated a pair of aluminum flange plates & match-ported them to the heads on the Dragster engine , so that I can fabricate new larger plenums
I have also stolen the Garrett GT3582R roller bearing turbo from Deans turbo streeter (with Deans permission of course 😂) to use on the Dragster . Dean wants a larger turbo for his big type-4 engine . The GT3582R turbo has a 2.5" outlet on the compressor housing & a 4" inlet , so I will re make the entire intake system for better flow
I fit the exhaust to the engine & clean-up/enlarge the area in the turbo flange for better exhaust gas flow into the turbo . The turbo is fitted to the exhaust header & the housings are aligned as required .
I then cut all of the material to fabricate the new plenums
I have now completed the new turbo system & all welding is finished . I have welded everything with the TIG this time rather than the MIG . It has taken me a bit longer to get used to the TIG but there was very little grinding involved at the end .
Today my new Pauter race cylinders arrived for the Dragster . I will remove the heads from the engine tonight and start machining ..... I have also connected the turbo drain with a couple of new Aeroflow fittings
the Pauter semi-modular cylinders are fitted to the engine & the head machining starts to enable the heads to fit over the large OD cylinders .... the 3rd pic shows the cylinder head on the right after one full cooling fin has been removed
