iswinkels wrote:Yeah they were using EJ22 heads on type 4 engines thouigh I think. Nobody was able to get any real info from the "pioneers" of this class of engine though, so mine is 100% designed by me.
The guy who originally built the t4 rally cross motor used Liberty RS turbo EJ20T heads. They were twin cam too. Sadly he's died so I'm not surprised you couldn't find out any details about his engine.
Well I finally got the head studs manufactured. Starting with a piece of high tensile 1/2" 4140 chromoly I had 12 high tensile head studs made with a 12x1.5 metric fine thread cut onto each end. The stud diameter is still 1/2" so the heads were then drilled to acomodate the larger stud diameter.
I've modified the cylinder 1+2 plates so that the main stud bolts don't go thru the plate. It was just easier to do it this way than to get another 6 studs made that would go thru the plate.
Last of all is the alloy cylinder locater plates have been drilled for the oil return fittings that will then return oil to the sump via the pushrod tube holes. 2 oil returns from each head will do the job nicely.
Head studs installed. These suckers should hold 70-80ft-lb, but only need to be torqued to 40ish on this engine.
All engine internals are balanced now too. Here is a pic of one cleaned and prepped WRX head installed.
Last one....
Next on the list is installing the heads, and oil returns to the sump.
Then onto installing the cams and setting up the camshaft timing.
[ Edited on 21-3-2006 by iswinkels ]
iswinkels wrote:Last of all is the alloy cylinder locater plates have been drilled for the oil return fittings that will then return oil to the sump via the pushrod tube holes. 2 oil returns from each head will do the job nicely.
[ Edited on 21-3-2006 by iswinkels ]
So how do you plan to locate the oil returns and what sort of construction are they?
Or are you planing to use a pushrod tube? Surely your not so lucky that the subi oil galleries line up with the pushrod tubes????
No they don't line up. I'll be using silicon hose. The same stuff thats normally used on turbo oil returns. The return hose length is about 1/2 the length of a pushrod tube, plus the angle is more severe so using a pushrods is out of the question really.
I'm keeping them simple. It will be a brass fitting screwed into the alloy plate that goes under the head. Then the silicon hose to the block and thats all.
Keep it coming Ian, cant wait to see some more of this...
if your not going forwards... you are actually going backwards.
BTW, hows your beetle going now... any updates.
T54
C'mon kids gather round,
there's a new sensation hitting town,
It's moving straight, low to the ground,
it'll pick you up when your feeling down.
Yeah i should be making some good progress with the engine over the next few days. So with any luck there will be some frequent updates.
As for my bug and the 2332 turbo, well its run in at last. I'm already contemplating changing a few more things on it though. Now i have a nissan skyline GTS4 as my daily driver I am free to go really crazy on the vw. I'm thinking all carbon fiber guards, widened wheel track, 9" rear wheels, roll cage and racing harness seatbelts, new seats, paneled in rear seat section (no rear seat). Why have a fast vw when you can have a really really fast vw...😀 It gives me a direction to develop the car into as well over the next few years. As it is I can't drive it to the shops anymore. I'm too paranoid about paint damage or someone scatching it....
And if someone is gonna scratch it, it may as well be you!
I know how you feel Ian.... I was like that with my last car... Thats why the Rag will be left shitty looking.... but the driveline is a different story!
So now thats its run in... Are you planning any trips to the track? I for one would love to know what she is capable of....
[ Edited on 22-3-2006 by humpty ]
So far its tuned to 5lb boost only. I need to spend a few hours street tuning it to 10lb, and then book some dyno time to do the top end tune... easily a weekend gone there....
Unfortuatly my schedule is somewhat insane this week. This weekend i'm wiring a wolf ecu into an 180sx and tuning it, then later next week i'm wiring a wolf and MSD into an twin turbo lexus in a callis, and in between i'm building Wibble's hybrid engine. I have no time for my own projects anymore... On the bright side, two of those jobs are paying ones!
iswinkels wrote:On the bright side, two of those jobs are paying ones!
Now thats the way to do it... That way the hobby doesn't kill bank....
And keeps the wife happy!
Sounds like you dont know how to say no!!!
would love to see how this things going ian - i have been watching the progress with great interest.
when is it all gonna make some noise for the first time?
...................( O \ l / O ).....................
God I hope soon... All ive done in the last few weeks is work on other peoples cars... Wired a lexus v8 last week and tuned a 180sx today... it never ends...
Its going to soon though. As soon as I'm back from darwin i'm going hardcore on VW's ONLY!
That means Wibble's engine here, and finally a top end tune for my 2332 turbo to 12lb, a and at last a completed interior for my bug.
Ian,
What's the latest?
VW car, VW engine ...... keepin it "real"
35MPG on 101.3kPa
At last my lathe has arrived and I've begun work on the hybrid gone crazy engine again.
I've machined up some spacers to go behind the factory cam gears. The gears on the right have a spacer that about 25-30mm thick behidn them thats made to fit the cam shaft, and also the back of the gear.
The left side is a little more inventive. The factory gears have been reversed and faced off so they are flat on the back. They are curved from factory. Then the spacer fits to it with step cut fitting of about 8mm to locate it centrally in the near 80mm spacer. The back of that spacer then fits onto the cam.
The first thing anyone will point out is the problem with loading up the ends of the camshafts which will break the cams, gears etc. My solution to this is a simple one. Each cam gear will be supported in its end by another aluminium plug with a bearing in it. The bearing will be then mounted to a re-enforcing frame that also supports all the tensioners.
I was originally going to mount it all off the timing belt covers, but thats just too much work!, not adjustable enough. I need to be able to see the cam pullies while the belt is under tension so I can set the timing properly.
Well here's the pics...
Next on the agenda is the support frame for the timing belt tensioners. I'm not sure when this is going to happen though as i've got 2 other engine builds on the go at the moment too.
Lets try uploading those pics again..
Looks great!! Are you worried about the cooling fan pulley drive stripping the lugs off the belt at all or is the "mock up" not showing the wrap the belt will have on the fan drive??? Just curious. Looks great though!!!👍
tssnq.com.au
Your right. The right hand tensioner needs to be closer to the fan drive idler pully. There wasn't a place for me to cable tie it to and still be able to finish this mock up of the drive system.
This new setup looks way more practical to me that what I had in mind last time. Its completely clear of the oil lines too which is a bonus.
I was just thinking about this the other day...
this is one of the most intersting threads i've read in a long time!
great work!
i look forward to the end result, it's gonna be wild....
kai
Inspirational, look forward to seeing how it works.
Regards,Glenn>
iswinkels wrote:Your right. The right hand tensioner needs to be closer to the fan drive idler pully. There wasn't a place for me to cable tie it to and still be able to finish this mock up of the drive system.
This new setup looks way more practical to me that what I had in mind last time. Its completely clear of the oil lines too which is a bonus.
What stops you adding a pulley outboard of the crank pulley specifically for the fan and spacing the fan pully out to accommodate.
It will also serve as a handy cam belt keeper.
Devils advocate here.
Relying on so little wrap, even with the tensioner pulley for increased wrap on the single highest load of the system is just asking for trouble on something like a missed shift.
Unload that cam belt as much as possible and drive the fan independantly in my view.
L8tr
E
Im not a complete idiot, quite a few parts are missing....
Hey Ian,
Crossed my mind the other day that I hadnt read about your Frankenstein motor in a while..... how goes it ?
Hang in there, I'm sure the end result will be worth the trouble....
Cheers,
Doug
I've gotten as far as making the spacers to re-align the timing belt. I started with 120mm alloy bar stock and made extensions that fit onto the ends of the cams tightly and also into the back of the stock timing gears.
The next engineering challange to overcome as thefact the left head sits so forward that the extension required for the timing belt is quite long.
This would load the camshaft end bearings badly, so i came up with a design that supportsthe end of the timing gear and also doubles as a timing belt guard. The inside fronts of the timing gears have been surfaced to support a plug that ill go into the front of the timing pully.This plug is also machined internally to support a bearing which is then bolted to the timing cover.
After having done that I havn't had the time to progress any further. It will be on hold for another 6 months. I am in the middle of a few too many other projects at the moment and need to focus on a few less things at once.
My main focus over the next 6 months is completing the rebuild of my car, this time with altered version of the 2332 engine, made stronger, new induction system, a few changes to the suspension and some cosmetic changes to the body.
The picture shows the current configuration of the timing belt. The tensioners will move a little so the idler that drives the alternator gets better traction on the belt too, but its getting closer.
The aluminium spacers will actually hold the belt in place as I made the fit very tight where the spacers lock onto the camshaft and into the back of the pullys.
[ Edited on 5-2-2007 by iswinkels ]
[ Edited on 5-2-2007 by iswinkels ]
what happened here! is going???
Projects is stalled. Im working on my own car again and building a new engine for myself. Warren's in the middle of selling his house and will be moving all his stuff soon, so i probably wont be working on it again for another 9-12 months. I do want to finish the project though, and will eventually.
Hi Ian, how's things ? I left it 4 years before asking for an update this time 🙂
I saw your turbo beast in the other thread (I've been away from AVD for a few years) and it look awe inspiring, kudos to you mate. Did you ever get a chance to get back onto the quad cam hybrid ?
The hybrid is in storage as far as I know at the moment. Warren ended up selling his house, met a nice new woman and moved in with her. I moved house at the same time and have been side tracked building my own bug (which I took a year off from as well) and Nissan gtr engines. Im back into my own bug again now though, and would hope to one day finish off Warren's engine. Ive learnt so much more about engines and engineering since starting that project so I am pretty confident it could be finished without too much drama now.
OMG i remember this i was thinking a few weeks ago who was the person building that engine and what happened to it 👍
Mate totally understand, funny how real life intrude on carefully laid plans isn't it ?
I might have to drop this off at Dr Swinkels place 😉
Yes please 🙂
