Andrew, for many years has wanted to build up a grunty 2276cc type 1 engine,
which would have many features built into it,
so as to have great drivability, reliability and massive usable torque.
The plan was to have EFI also,
and with help from Crankshaft Engineering, he ordered all the NEW parts he wanted,
and Crankshaft Engineering did some initial machining and checking of most of the parts.
When the time came to assemble the engine,
I was keen to help out.
Some of the parts requested were:
Flanged crank with ALL type 4 sized mains for strength.
Nicasil barrels with JE forged pistons.
ARP chome-moly 10mm head stud kit.
CB mini-wedge port heads with conical,("bee hive") springs,
Pauter 1.5 ratio roller rockers.
STIDUB ·
i was only there a week or so ago, & that was in 1000000 peices! nice work👍
dangerous ·
The first step for me was to re-check all the parts and clearances,
to make sure that everything would fit and work properly.
There were quite a few things that needed to me machined, made or modified.
To give you an idea, there was over 60 hours of work to get the long block buttoned up to the rocker cover stage.
Andrew will fit up all the tin wear an EFI stuff in his car.
There were approximately four trial assemblies done to various stages, before any final assembly could begin.
The case is the "bubble" top autolinea case that was sourced from Scat.
It is the same as the ones that Bugpack sell,
with just a pair of shuffle pins at the centre main saddle.
(CB's have 6 shuffle pins).
dangerous ·
Scat in the USA had Rimco line bore the main tunnel to suit the larger type 4 main bearings.
The orange lines above show where I had to align the oil holes to match the holes in the bearings.
After a preliminary clean to remove some burrs and chips,
the case was torqued up to make sure that the line bore was in tolerance.
The conrods were also double checked.
After this, ALL the bearings were mounted in the case and conrods.
The crankshaft AND camshaft journals were measured, to confirm that all the oil clearances were as desired.
Crankshaft Engineering had already done this,
but I feel that it never hurts to have some one double check your work.
vassy66T1 ·
I held one of those cylinders (be it ever so carefully) and it weighed about the same as a postage stamp.
Unbelievably light. This will be one very nice engine.
Smiley ·
Looks absolutely awesome!!
Which Andrew are you talking about?
Smiley 😎
dangerous ·
Every assembly stage had little things done,
like plug up this oil gallery to stop any bleed-off.
Crankshaft Engineering(CE) had found that the oil clearance on the cam would have caused excessive oil pressure loss,
so they acquired some 0.25mm undesized cam bearings,
and ground the cam mains to suit.
The next step was to assemble some bearings onto the crank and set about checking the end float,
and dial in the camshaft,
whilst checking the oil pump fit/clearance and lifter fit.
dangerous ·
Here is a view of the back of the crank.
The end float was a little tight for my liking,
so some very fine wet and dry paper(on glass) was used to flatten out the forward face of the bearing.
The cam followers are UDO BECKER german tool steel.
Sounds pretty good hey.
Unfortunately the body diameters varied about 0.025mm.
Sounds like F#$K all, but it meant I had to measure every lifter bore and match the lifters to each hole.
dangerous ·
Had I not matched the smallest lifter, with the tightest hole,etc
there would have been a chance that a lifter may have been too loose, or too tight,
if tolerances stacked the wrong way.
The cam is an ENGLE V26.
It is very similar in lobe duration to an engle W120, but is designed for ratio rockers.
In this case it will use Pauter's beautiful 1.5 ratio, roller tipped numbers.
Cam was dialed in at 2 degrees advance, and ended up with .528" lift at the valve.
Because of the rato rocker and lift at the valve,
the VALVE duration will make the engine behave like it has a much larger duration.
The cylinder onl knows what the valve is doing,
it does not care what I dialed in at the lobe.
Craig at CE ground between the lobes to improve clearance between the rods and cam.
dangerous ·
The oil pick up tube was extended with a cusom turned steel tube,
silversoldered to the original tube.
Also the little brace that is on the bell was fully tig welded, since it only had one spot weld waiting to break.
Once it was cleaned and deburred,
I araldited it in place and checked for leaks using the mouth test.
The oil pump(berg 26mm) was trial fited and suction holes match ported.
Stud length was confirmed to be correct and that there was no interference with the cam bolts.
Special Air Service ·
dangerous wrote:To give you an idea, there was over 60 hours of work to get the long block buttoned up to the rocker cover stage.
dangerous,
Is that 60hrs of your time only, or yours & CE's combined???
Great information here, thanks for sharing. Keep it coming dude.
Cheers
Brendan
dangerous ·
The second last trial assembly of the case was done to inspect deck heights.
I was aiming for around 1mm(as recomended by the cylinder manufacturer,
but had a fair bit of variance from side to side,(45 to 49 thou),
so i decked the case halves, and zeroed the mill to do each side,
resulting in deck heights between .040" and .041".
In the end I was not totally comfortble running such tight deck height,
so when the heads were flycut, I put in a .005" step.
...meaning final piston to head clearance was .045 to .046"
dangerous ·
Special Air Service wrote:
dangerous wrote:To give you an idea, there was over 60 hours of work to get the long block buttoned up to the rocker cover stage.
dangerous,
Is that 60hrs of your time only, or yours & CE's combined???
Great information here, thanks for sharing. Keep it coming dude.
Cheers
Brendan
JUST my time working on the engine.
Does not include phone, shop trips, and maths on the toilet!!
dangerous ·
That is enough for tonight,
but here are some more pics to bat off to.
Pauter rockers,
a comparison of the "mini wedge" and normal wedgeport gasket,
and those lovely pistons and cylinders:
OZ Towdster ·
smileyman3000 wrote:Looks absolutely awesome!!
Which Andrew are you talking about?
Smiley 😎
Not this one unfortunately , but bloody nice all the same
Special Air Service ·
dangerous wrote:here are some more pics to bat off to.
Not sure if I'll take it that far, but I definitely have wood.😂😂
Smiley ·
OZ Towdster wrote:
smileyman3000 wrote:Looks absolutely awesome!!
Which Andrew are you talking about?
Smiley 😎
Not this one unfortunately , but bloody nice all the same
It would look good in the back of a Tow'd.
Shame there's no Tow'd to put it into yet 😂
Smiley 😎
trickysimon ·
Geez those Nickies would hav cost a pretty penny!😵💫
colonel mustard ·
STIDUB wrote:i was only there a week or so ago, & that was in 1000000 peices! nice work👍
yeah. holy crazy town DB!
Craig Torrens ·
"mini" wedgeports and not the standard ones, why ?
LIFE IN THE LOW LANE ·
Nickies FTW. Now to keep saving to buy some 105!!
dangerous ·
Craig Torrens wrote:"mini" wedgeports and not the standard ones, why ?
better air speed
dangerous ·
As is always the case with new parts these days,
you can't count on everything to fit the way it was intended.
The classic example was the piece of tin behind the pulley.
I knew that it would need some clearance for the full flow return fitting,
but in the end,
the beefy aluminium case interfered almost every where.
dangerous ·
dangerous ·
The last few of these CB brand pulleys I have fitted were excellent quality and fit.
While their products are not what I would describe being perfect,(but pretty damn close)
of late,(last few years) their quality control is on par with the best manufacturers of VW products.
These are the Scat H beam connecting rods.
Craig chose the porshe length,(136mm(5.352"), but Chev 2" journal versions.
He also re-sized the large end to reduce the oil clearance that was present.
This enabled him to also equalize the length.
He also chamfered the sides of the bearing to clear the larger radii of the Crank journal.
These particular Scat rods use the smaller 5/16" ARP2000 bolts.
I measured their free length, and tried various tensions to achieve the correct stretch, as specified by ARP.
The tension required can vary depending on what lubricant you use.
dangerous ·
Another one of the many hurdles on the way.
These studs were too short:
Here are the ARP head studs fitted.
I sealed the threads with loctite master gasket 515.
The two centre top studs needed to be shortened to clear the manifold,(found on one of the may mock up assemblies.)
They have the normal M10x1.5 thread on the case end,
but use a fine 3/8" UNF thread at the top.
Nice 12 point nuts with 7/16" AF socket size, and thick hard washers. make the tools clear the spring easy.
dangerous ·
CB sump:
Now, what is the story with these Nicasil cylinders?!
First of all, they are very high quality billet aluminium, and CNC machined.
You can read all the sales hype on the net,
but here is my take.
Yes, way too expensive for any actual or percived gains.
But other than that sore point,
yes I believe they are excellent and should prove to be better for a lot of reasons.
dangerous ·
The nicasil coating is very low friction and hard wearing, that is a big plus.
Just fitting the pistons to the cylinders I could feel it had less friction.
Secondly, the fact that they use aluminium for the cylinders means that they will radiate the internal heat better,
and expand at a closer rate than say, a cast iron cylinder.
That latter point means that the cylinder to piston clearance can be much tighter than any cast iron cylinder can be.
This means better ring seal because the piston can not rock as much.
For someone like me that makes my own stuff,
this may be an interesting project for mine in the future.
Once the cylinder to piston clearance was checked,(excellent consistency),
I checked all the ring gaps.
The 2nd ring was perfect,
but the top ring needed to be filed to have enough gap.
The next step was to prepare the cylinder heads.
After discussions with both Craig at crankshaft engineering,
and Pat at CB performance in the US,
Andrew chose the mini wedge ports.
When these were purchased,
the official flow figures had not been yet released,
but Pat was very proud of them and they actually flow more air(with a smaller port) than the larger oval port models.
Craig did some very minor chamber work, when re-cutting the valve seats for the larger 44mm intake valve.
This enabled him to put on a better seat job, and nicer blend into the chambers.
dangerous ·
Craig also made up some sacers for below the springs.
These are a special($) conical spring now available that can be fitted with a locator at the spring base.
Craig modified the original retainer to use these.
I was able to use normal spring shims underneath the lower locator, to equalize the travels and tensions.
dangerous ·
I had to make up a locator for the small retainer,
so that mu spring compressor would work:
And also took some lateral thinking when I went to (later)check the geometry:
dangerous ·
For this application, and cam shaft, the copression was chosen to be around 9:1.
This meant tht the heads needed to be fly cut.
the first CC came out at 65, with no hand work.
I also found this problem that seems common to all the CNC heads that have come from CB.(that I have worked on).
The exposed threads are just pre-ignition waiting to occur.
So I made up these wahers:
Much better:
dangerous ·
I spent a few hours blending the ports,
and once the heads were flycut,
the chambers were all de-burred and blended,
and the CC finalized at 64cc.
I drilled and tapped a thread in the head for the EFI temp sensor:
And then the heads could be finally washed and assembled with lubrication.
dangerous ·
Before I could assemble the top end,
I had a few more things to do.
I fitted the oil seal and flywheel:
And then went to work trying to make the JC pushrod tubes fit.
First modification was to cut the diameter down on these washers:
dangerous ·
On some cylinder heads, the large outside diameter of the shims can prevent the seal from seating properly.
This modification was done on a mandrel on the lathe:
Next it was found that the larger tube would interfere with the "cool tin".
It would have weakened the tin to the point of failure had I clearanced it,
...so some good old fashioned early tin was trial fitted, and then cleaned/painted to do the job.
dangerous ·
The final step was to set up the rocker clearance and geometry,
and make the pushrods.
For this engine we are using the manton dual tapered chrome-moly versions.
Andrew may try some of the special aicooled.net dual tapered aluminium ones in the future,
since this engine only having fairly low spring tension,
a (weaker) alum p'rod could be less noisy when hot.
The simple rule of thumb was to have a pushrod and rocker post shim and lash cap combination,
that allows for the adjuster to be inline with the push rod at half lift.
In this case the lift point of .264" was chosen,
and then the assembly cycled to observe the roller tip only swept a small amount across the valve tip.
dangerous ·
Thinking I was only minutes from completion,
by bolting on the rocker covers,
I realized that the hardware included would not match the larger 3/8" UNF studs, used to clamp down the Pauter rockers.
Once I drilled out the covers, and made some studs,
the seals would no longer fit:
dangerous ·
So I counterbored the rocker cover recess a little larger,
and machined the stud down in its middle to 8mm,(where the seal sat).
And then added a flat washer, a lock washer and a nice nut.
Done deal:
76bug ·
awesome work dave and a great read, out of interest what the going rate for engine assembly of this quality?
colonel mustard ·
I know this is probably a secret... but dave, how did you get it upstairs....
dangerous ·
colonel mustard wrote:I know this is probably a secret... but dave, how did you get it upstairs....
one piece at a time.....😂
andrewmurphy ·
how do you say thanks for a build like this???????
Firstly i need to thank the guys at CE. Craig and Mark have been advising, teaching and helping me through this VERY long engine build.
Pat Downs at CB also was a good source of advice and it was appreciated.
And finally Dave for the assembly. fantastic pics and it really shows the care and attention that you pay to your work. i also need to thank you for the gear box that is currently in the car waiting for perfect pairing 2276 and a stong box.
Over the next few weeks i will be finishing the tinware and the EFI. then it is off to the dyno for run in and tuning.
After four years of purchasing, preparing, postponing, moving from Sydney to NZ and back to Brisbane (the car has travelled with us) it is SOOOOOOOOOOO close now.
My wife would't let me have the engine in the lounge so at the moment it is in the wardrobe. but i look at it every night.
SuperOwen ·
Whats the injection setup your running?
andrewmurphy ·
CB quicktune
vassy66T1 ·
Great stuff Andrew. Patience pays off in the end.
Coffee table is the place for it until install 🙄
Craig Torrens ·
WOW...somebody has VERY deep pockets !!😂............will be good to see the end results once in the car 😎
Aussie ·
What a fantastic build. Great work Dave and very envious Andrew. 🤪 Whats the motor going into?
andrewmurphy ·
this is the car that is receiving the engine.
Craig S ·
Ever since I got into VWs two years ago I have been told: There are engine builders, and then there are engine builders.
I think the work done on this one demonstrates the enormous amount of time, skill and knowledge required to build an engine well.
Unfortunately it also highlights to me how lacking I am in at least two of the three attributes that I listed when it comes to rebuilding my own engine 😢
Well done Dave and I'd like to see and hear this engine in person one day.
Craig
hellbugged ·
Very very nice bit of kit!
thanx for the lessons DB, always revealing.
Great cam choice..........you will love it Andrew
andrewmurphy ·
Craig, it should stop too. it has your brother's brakes in it!
andrewmurphy ·
vassy, if only the wife would let me.
andrewmurphy ·
thanks hellbugged. it has been a while since i have driven a quick bug. it is a big step up from the 1916 i used to run.
can wait to get back in the seat.
Craig Torrens ·
just needs my K bar to stop the forks flexing !!😏
Craig Torrens ·
andrewmurphy wrote:Craig, it should stop too. it has your brother's brakes in it!
stopping is probably more to do with a quality tyre !!
andrewmurphy ·
when i bought the car, it already had bracing from the forks to the body, so i will see how that goes.
as far as Tyre, I can't remember what brand/model they are but they were recommended by a circuit racer, so hopefully they should be fine.
andrewmurphy ·
had a chance to get some work done on the accessaries. the tinware was a pain in the neck though but it looks like it's all together now.
just working through the manifolds and throttle bodies. hopefully next weekend i can start to get the engine into the car.
Bizarre ·
Andrew - Is that Stev Natoli's old car???
and damn - that seems like a nice motor!👍
Craig Torrens ·
Looks good Andrew, will the fuel rail clear the side of the car ok ?
andrewmurphy ·
bizarre - yes that was his car. i bought it a few years ago
Craig - i hope so but i will be measuring it this week. if it doesn't i get an adaptor made up to reverse the throttle bodies.
Aussie ·
andrewmurphy wrote:had a chance to get some work done on the accessaries. the tinware was a pain in the neck though but it looks like it's all together now.
just working through the manifolds and throttle bodies. hopefully next weekend i can start to get the engine into the car.
Looks good. Is the tinware all new or original german? Which bits were hard to fit?
andrewmurphy ·
the upper cylinder covers did not allow the manifolds to be fitted. and the fan shroud did not sit down on the case properly and needed some manipulation. but it's done now.
colonel mustard ·
That looks sweet mate! 🙂
funbug ·
Great work Dave. You are meticulous and one can learn alot from you. Andrew enjoy the engine - you surely have deeeeeep pockets.
andrewmurphy ·
What a weekend.
Gearbox back in and the engine is in. I can difinitively state that tinware is a pain in the neck. some photos are attached.
i cant get over how good this engine looks thanks to Dave again.
66deluxe ·
Engine looks great Andrew, i had the pleasure of looking at your parts at Dave's before engine was assembled, the nickies are nice, i got to build a type 4 2.4 with nickies last year at Raby's. The Pauter rockers are also great too. Enjoy your engine mate.
Craig Torrens ·
youre getting there !
Just a thought on the pushrod tubes.....are they the right way round ?? I would have thought the small tube would feed into the large tube (for the oil to run down) not the large tube first going into the small one at the case end. Maybe its due to the 1.5's needing a larger tube at the rocker end ?
71-BEETLE-SEDAN ·
This probably seems silly but what is the block off plate on the sump on the right hand side?
66deluxe ·
71-BEETLE-SEDAN wrote:This probably seems silly but what is the block off plate on the sump on the right hand side?
It's a universal case so you can use it for a type 3 build also.
dangerous ·
Craig Torrens wrote:youre getting there !
Just a thought on the pushrod tubes.....are they the right way round ?? I would have thought the small tube would feed into the large tube (for the oil to run down) not the large tube first going into the small one at the case end. Maybe its due to the 1.4's needing a larger tube at the rocker end ?
Yeah those billet tubes have less room on the small end than stockers,
so they have to go around that way.
I actually prefer stock tubes if I can.
It depends on engine width, and also,
some heads have nuts that are under there, so need them too.
Andrew liked the shiny ones.
You are correct though, the oil return flow is not ideal, but not a problem.
Craig Torrens ·
Andrew, any updates ?
cnfabo ·
hows the mini wedge ports performing...just curious...
andrewmurphy ·
hi everyone, it is about time i gave an update.
It has been an interesting start to the year but the car has finally been registed.
we have spent some time tuning the fuel injection system and it is really starting to hum now. i am impressed with the drivability of the engine. have not yet had it on a dyno to get figures or had it down the track. hopefully will have both done in the next two months.
Mark from crankshaft is doing most of the tuning and has been a huge help.
ang3lsholocaust ·
If this is the car i saw last night, This thing seems to Rev well too. only prob is it sounded more like an angry Mirrage then a bug under song 🙂
Nice to see it on the road.
hellbugged ·
ang3lsholocaust wrote:If this is the car i saw last night, This thing seems to Rev well too. only prob is it sounded more like an angry Mirrage then a bug under song 🙂
Nice to see it on the road.
yep V26 cam is awsome for tourque and RPM!
andrewmurphy ·
went for a drive today, tuning is really close. man this thing hooks up and goes.
took a mate for a spin who thought his XR6 was quick. need to clean the seats now.
temp getting a little high but have not hooked the external oil cooler up yet and it only got to 100.
it is great to be back in a bug.
matberry ·
Good to hear Andrew....congrats 👍👍
alansvw ·
love it mate! let us know how the dyno run goes. are you liking the injection?
andrewmurphy ·
we know a lot more now about the injection so it is getting easier to make changes and see impacts.
Mark is doing most of the tuning work though. very helpful.
Dak-A-Tak ·
Andrew good work all around there , can't beat going for a drive .
You should bring it along to our dyno day at Leon's motor later in the year . Working out
details at moment .
Enjoy 😎
andrewmurphy ·
sounds like fun
Craig Torrens ·
Updates ?
How did it go at Warwick ?
dangerous ·
andrewmurphy wrote:then it is off to the dyno for run in and tuning.
Still waiting for a tune,🥲
other than the "closed loop drive around",
but it reportedly goes pretty good.
Other than grenading a cooling fan at Warwick,🤪
I beleive it ran just into the 8's.
Last I heard Andrew had ordered a hair dryer for it.
Car currently weighs 1930lbs without Andrew....plus 100KG big boy?!
Craig Torrens ·
Cool.........bummer re fan.
andrewmurphy ·
i had a great time at Warwick. thanks to Mark for all the assist over the weekend.
i was having traction problems on launch so i decided to do a monster burn out.
it went fantastic until the fan grenaded......oooops.
the exploding fan snapped the alternator stand in half.
there happened to be a guy selling some parts that had a spare alternator stand so we ripped off the fan shroud, fan and alternator. bolted on the new alternator stand then went racing again.
we did not do much in the way of car tuning as there needed to be some time tuning the driver. (more tuning required there lol)
the hair dryer arrived yesterday so we will install that over the next few weekends. hopefully having it running before xmas.
then get it on the track for more driver tuning. at some stage we might even get some car tuning done.....
dangerous ·
Has it got pickup?
fast68 ·
You Back in Aussie Andrew?
Cheers
Nicholai
Sides ·
dangerous wrote:Has it got pickup?
Sounds like dangerous has an inside scoop methinks...
andrewmurphy ·
Nicholai, yes i am back in aus now. had a job offer i could not refuse.
the beetle came too and is on the road. had it running for about 12 months.
just finished a 'little' upgrade over the last weekend. and it humming along now
fast68 wrote:You Back in Aussie Andrew?
Cheers
Nicholai
mandog ·
Andrews turbo goes like two rockets. Shame he 's been too busy to drive it yet !
andrewmurphy ·
Mark and i installed the turbo back in december and then i went on holidays for 3 weeks. the first week back at work has been mental so i have not had the chance to drive it 😠. so mark has been doing some 'test driving' and tuning.🙅
hellbugged ·
so same engine long block???
matberry ·
Sounds like FUN......
So....Mandog... = Mark??😁
andrewmurphy ·
i finally got to drive the car. did some 1/4mile tuning............
had some fun...... and a big smile after the third run.
vassy66T1 ·
More info pls Andrew 🙂
cutthroatal ·
looks cool as bro
dangerous ·
hellbugged wrote:so same engine long block???
Everything the same, just the CB turbo kit and NO DYNO tune with 7 psi boost.
dangerous ·
Gotta lose those fog lights dude!😂
matberry ·
Awesome...102.9 mph, gotta be stoked with that 👍👍👍
andrewmurphy ·
it was a good run. needs a lot more tuning both car and driver (0.5 RT)
vassy66T1 ·
Good one Andrew!
(Boiled the billy on the startline though 😉 )
Looking forward to seeing this progress to its optimum.
dangerous ·
12.8 @104.8mph.
7 psi boost,
pump fuel,
real road radials. ie, Yokahama C-Drive in 195x65x15.
Ran 105.5mph on first run.
1930lbs plus Andrew...100Kg?
Not been to the dyno for a tune yet.
tar76 ·
Thats the go... Go Hard dude!!
andrewmurphy ·
what a great day friday was.......
i am 107kg and the car was in complete street trim including the flood lights......
still having traction problems which is not unexpected with radials.
We are getting the car sorted out with me getting more seat time at the track.
Big thanks to Mark, Dave and Craig for all the help for this novice.
dangerous ·
Best of 7.93 at Warwick Andrew?
andrewmurphy ·
Dave, thanks for loading that video up. the best run was 7.93 @ 85.88MPH straight off the trailer. i ended up having 2 runs in the 7.9s.
it was a fantastic weekend a big thanks to the organisers, Mark Kilby for crewing and tuning. i had 12 runs with consistant runs between 7.93 and 8.2.
we didnt even get the toolbox out to fix anything.
the engine and gearbox are are going great.
RAW069 ·
Great thread guys, well done on a schmick build.
Bjamo ·
Awesome!
andrewmurphy ·
While the engine is out of the car we decided it was time to relocate the oil coolers to the front of the car.
mandog ·
Engine now has Alluminium pushrods, CB 650 valve
springs, and comp down from 9:1 to 8:1. We've also advanced the cam a bit. Ready to go back in and go. Should be good with added cooling set up.
IWL_86 ·
Great job guys!!! Can't wait to see this run at Warwick!
andrewmurphy ·
It might end being my tow car now......lol
hellbugged ·
Out of interest Andrew , what was usuable max rpm whilst it was NA?
mandog ·
Brief answer with the right springs shift around 7000rpm given you have similar heads etc. - The engine was Built with full intention of having a 6500rpm limit, which with the v26 we could get away with the helical valve springs having quite light spring pressure. This worked well, but getting Andrew to keep it under 6500 proved impossible. It would pull past 6500 , not feeling it nose over . Dyno showed peek power around 6000rpm but didn't drop much by 7000rpm. This was our first attempt at fuel injection, still learning but getting good results . We have also upgraded to Magna Fuel and Spark with crank trigger. which is great.
andrewmurphy ·
Introducing mandog aka mark. My crew chief......
This engine keeps pulling and pulling. Absolutely fantastic combo. Would recommend it!
andrewmurphy ·
Engine back in and oil pressure done. Got too late to fire it up. Will do that through this week. Aiming to take it down the track on sat.