there is only 1 - don damo 🙂
looking forward to pics alan!
whats the plans exactly for warwick then - n/a? then sort the turbo stuff for the street/strip afterwards???
nick
Craig - yep, Damo has access to some pretty cool cleaning facilities at his work (aircraft engine mechanic/engineer (sorry damo not sure of your exact title)). I could eat off it but didn't want to get it dirty!
Nick in regards to warwick - I am confident I can get the box ready (thanks to dangerous), and long block built (if RAT gets my order processed sooner than later). I don't think I will have the time or money to sort out the EFI/turbo stuff by then, so I may borrow a pair of carbs and just run it N/A to have some fun. Won't be fast, but at least I will be able to race which is all part of it....I only ran a best of 10.5sec in the 1/8 last year but I had so much fun, I couldn't wait to get back out there!
Well, finally the head disassembly tool arrived so I stripped the heads (although valve guides and seats will remain in place as they were done when the engine was rebuilt for the ragtop).
Here they are before any work began - valves are 1800 size (41mm inlet and 33 exhaust) with 2L chambers:
When the heads were rebuilt, I feel there was too much material removed from under the exhaust valve seat on the short radius...so I will probably expect a dropped seat or two eventually (hopefully not for a little while).
Ports will just receive a bit of clean up and smooth out.
Inlets pre-porting
Exhausts pre-porting
I should now put a disclaimer up and say I am by no means an expert (far far from it) - I have tried to read and research as much as I could about porting techniques and theories and have asked questions of guys with more experience than me (not hard!). I am not striving for perfection with this engine, remember it is a chance for me to actively learn about assembly techniques and familiarise myself with turbo/efi applications etc, as well as porting.
Exhaust port was hard with its sharp bend especially with the guide in place.
I tried to avoid the short radius and spent a bit of time smoothing out the long radius, removing as many imperfections as possible.
I tried to blend the ports into the seats - the deeper pits visible on the right were hard to remove and I wanted to avoid taking too much material away, so they will stay for now.
Unfortunately mine won't be quite as clean or tidy as Daimo's (dumone)....but he did give me some inspiration to have a go (along with dangerous's encouragement). If anyone can see where I have f'ked up or areas I should improve, feel free to let me know as I am here to learn!
The inlet from chamber side:
I opened up the upper inner edge slightly half way down the port as it was visible restriction point - no major mods, again just a slight change and then a clean up:
The nicks on the guids are from the sanding flap wheel only (not tungten carbide cutter), so hopefully it won't cause any major problems. (fingers crossed)
Obviously inlet manifold stud needs repair (stripped out on disassembly).
I do not know enough about chamber design to fiddle with these so they will retain their stock 2L shape - just cleaned the sharp edges in attempt to avoid hot spots.
View down the inlet manifolds showed a lip on the lower edge which potentially obstructs flow.....this time around I spent more time ensuring accurate manifold positioning (would be best to bush the manifolds with say steel inserts to avoid movement and misalignment when bolting them up). I do however now know what position they need to be in when I install them.
Once I was satisfied with the manifold position, I scribed its position on the head mating surface (at least where the scribe could reach):
Fortunately the manifold ports were perfectly round which made this job easier for me - they were 36mm so I could use my old graphics template to transfer the manifold port onto the head:
Using the scribed line in the earlier pic as a positioning guide, the template was used to extend the manifold port shape onto the head - of course this wouldn't work with a non-round manifold port.
Black pen and newly scribed line shows material to be removed and blended into the inlet ports, plus some more smoothing inside the inlet manifolds.
Remember this is DIY home garage stuff so of course these are not going to flow anywhere near as well as a professionally done job = I am happy to make that sacrifice to further my knowlege base...even if it is to justify the expense of a professional job down the track (since I now know how tricky it is to get right!).
More work and hopefully pics on the weekend probably.
Alan
Forgot to say - rules of thumb which I have read include port size should equal ex valve size...and another 'rule' is port size should be 90% of inlet valve (which would equal 36.9mm). Original inlet port size was 33mm before mods, I will take it out to 36mm as indicated above and see how it goes. The turbo should give me some margin of error unlike a naturally aspirated version which this would probably be much more critical.
New Lucas indicators arrived from the UK - still undecided if I will use them but have lots of time to decide as I'll do all the mechanical work before I tackle paint:
Good work Alan!
westi wrote:That's mad Alan.
👍........nice work
Top stuff Alan... Tell me mate.... What sort of valves are you planning to run?
And its good to see you can still get those Lucas seals.... I've got an OG amber set that need them!
Well, finally received all the bits required for the gearbox bits.
First up is the Moore midmount (cheers Damo), Super diff, and heavy duty side plate (thanks Rod P)...
A fair chunk of credit card debt later yielded the Albins gears (3.333 1st, 2.08 2nd, 1.40 3rd (would have been an 8 week wait for the 1.44), and 1.04 4th).
Sway-A-Way race axles (not pictured) have also been sourced so hopefully when Dave (dangerous) gets a chance, the gearbox will slowly come together! In the mean time my dog Sasa guards all my gearbox goodies 🙂
Ooooo.... Scary dog...... Nice bits Alan.... Totally jealous...
Awesome Alan, I hope the puppy doesnt eat any of those bits!
This disclaimer does not reflect the thoughts or opinions of either myself, my company, my friends, or my dog: don't quote me on that; don't quote me on anything; this disclaimer is subject to change without notice; text is slightly enlarged to show detail; resemblance to actual persons, living or dead, is unintentional and coincidental; dry clean only; do not bend, fold, or mutilate; anchovies or jalapenos added to this disclaimer upon request; your mileage may vary; no substitutions are allowed; for a limited time only while supplies last; offer void where prohibited; this disclaimer is provided "as is" without any warranties expressed or implied
Yeah that course tooth 4th gear wouldn't tickle on the way out!
I wanted to get some pics of the nice shiny gears before they get hidden away inside the tranny 🙂
Bugger fitting them to your transaxle..... They'd be pretty flash paper weights!!! 😉
ooo very nice and clean and shiny!!! getting there! well done
nick
Holy smokes..... so much for taking it easy on this one 😵💫 knew you couldn't only half do a job..... :thumb
Yeah you know me Alan 😉
I will stick to my guns (for now) and not paint it until I get all the mechanicals sorted out....so hopefully for warwick the new box will be in as well as the fresh long block which will just run with carbs and dizzy. After warwick I will start on the turbo integration and EFI upgrade (when funds allow). After all that is said and done, then I may make it all look pretty (but we'll wait and see as plans seem to have a habit of changing!).
Dasdubber wrote:...... (but we'll wait and see as plans seem to have a habit of changing!).
No shit!
:kiss
??
Nice photo Alan, now does that feel weird having it back even though only for a little while? Damo.
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
Dasdubber wrote:??
Kissin' cousin's....
He must've been excited, look how much he was shaking when he took the photo 😂
Well, after a continuing super diff fiasco, the gearbox is finally built thanks to Dave (dangerous) Butler.
Components include (as mentioned previously):
- IRS case converted to swing axle (thanks to Damo for the case)
- 3.88 r&p
- super diff (3rd one and still a dud - thanks to dave for the machining work to get it right)
- 10/15 tooth spider gears
- Albins main shaft plus 3.333 1st, 2.02 2nd, 1.40 4th, 1.04 4th (remembering this is designed for a turbo engine)
- heavy duty side plate
- steel shift forks
- Sway a way axles
I think that is about it. Thanks again to Dave for his persistence with the super diff issue as well as the advice along the way. I can't wait to rip the 36hp donk (well 20.1 at the wheels) and non syncro tranny out and get ready to have this bad boy copping some abuse!
Alan
good to see its coming along alan! is the case getting painted as yet? or down the track?
nick
Probably not at this stage Nick - maybe down the track but for now I just have to get things ready for warwick sooner than later without getting pretty 😉
Not that there is anything wrong with that! Just no time in this instance
Good to see my old case in use again, looks good Alan. Thats going to love getting abused with the type 4 turbo, yip yah.
Damo.
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
Thanks again Damo for the tranny case - can't wait to get it into the oval!
Well after a bit of problem with my camera software (now sorted), time to update a bit of progress.
For anyone not frequenting the drag section, during assembly I had some problems with cam to case clearance - after some investigation (during assembly) the cam bolts that came with the new cam and gear were ~2mm too long and thus hitting the case. Easily fixed by grinding them flush with the gear.....however whilst trying to figure the problem out, I had the crank in, crank out, cam in, cam out, crank in etc - and on the last time I dropped the crank in, I misaligned the rear main bearing on the dowel (I checked my scribe line on one side but not the other!)....thus when other case half was dropped in place and pre-torqued to 12ft/lbs (prior to full torque of 25), and of course crank no longer spun.
Sooooo, new set of bearings was tracked down, sealant all cleaned off....and lesson well learnt!
So with new bearings in place, I was sure to make more than enough alignment marks:
Rear main (no damage this time round!):
One of the scribe lines for cross check of correct seating:
Lowly old stock 71mm crank, stock rods etc (all balanced) - no fancy stuff in here so it will be interesting to see how the stock rod bolts hold up when boost is applied later this year!
Thanks yet again to Damo for drilling and tapping the case for full flow. Shadek 30mm pump with new full flow cover in place and stock filter location blocked off:
New front seal in place and DTM support bolted in place:
Curil T used under case bolts etc, Curil K2 on case sealing surfaces etc.
Hopefully I will pick the heads up tomorrow (have had some delays at the head shop)....things are going to have to ramp up soon as warwick is approaching fast!
