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After smashing first gear at the Nostalgia Drags it was time to strip down Cranky's engine. After all Mike Kristen had completed seven 9 second passes and a bunch of low tens at over 140mph.

The strip down was almost unneccessary, the engine showed no signs of wear or damage.

We took the opportunity to get some pics of the engine as it was reassembled. An opportunity for those that have heard its healthy hunt in the staging lanes and seen it rocket down the quarter to look inside the fastest Volkswagen cased Veedub in Australia.

The dual custom made burst valves


Fuel distribution for the hat nozzles. Two injectors are loacted above each blower


The crank is a factory Volkswagen item from a 2.1 litre water cooled boxer. Counterweighting is essential.


Notched 94mm forged pistons and custom made barrrels


Ratio roller rockers


Rear view of the Toyota 4AGZE blowers


The cam is a custom billet job - roughed out in-house and finished by a well respected QLD cam grinder


The crankcase is a 2.1 litre wasserboxer. The water jackets machined off to accomodate the aircooled cylinders



Extemporaneous parts of the casting such as the oil filter are blocked, others are bored out for other uses (the factory filter is dispensed with for a System 1 filter


The combustion chambers of the modified autocraft heads


Much time was taken by Mike with the die grinder to make this baby breathe


The heads are serviced by sponsor Ultra Torque Heads


Placing the crank


These rods are taking plenty of abuse from the boost being produced by the dual blowers




The cam gear is adjustable allowing very precise dialing in of angle






Preparing to close the case






Instaling the cylinders, pistons and heads






Another view of that intake


The push rod tubes are spring loaded and can be removed or checked without removing the head


Another 4 injectors are positioned after the plenum, one for each pot


The methanol is fed via a hilborn pump


The pushrod tubes installed (engine is upside down)


The blowers and plenum from the front




The twin blowers on the crankcase



Adding the tensioner and idler


The engine in the car



The transaxle features Albins gears, is in kombi configuration and utilises unis rather than cv joints due to the torque of a blown engine. The rear has been narrowed a total of some 6 inches


Narrowed adjustable front end





An MSD 6AL controls the ignition










[ Edited on 23-5-2006 by HotRodMatt ]

thanx Matt- unreal!

very cool indeed - thanks for sharing the pics and making us drool!

I'm amazed now much actual VW is left, both in terms of motor and pan/shell. I thought the car was tube chassis. Very impressive stuff.

Does mike have dyno figure for it?

How do they do the 6 headstud/cyl conversion?

[ Edited on 23-5-2006 by pete wood ]

Mmmm, good stuff.
Brings back some good memories.
I am so jealous!

Hey Dave,
Is it true that those two blowers are very very very similar to your old ones?

Do you blow fuel through the blowers for cooling or for the same reason the wieland? blowers run fuel through them, something to do with air compression or to get the air and fuel all mixed up? I am going to mount my injectors down low into the valves like yours any probelms?
T54

i only got a recent run down on the engine components of a basic vw back on sunday, with Brenton (vwboy) giving me a crash course on a nice collection of engine parts i got. And with that rough introduction, i'm able to appreciate these kinda threads. I can get a jist now of wats going on, Lol.

Matt mate, that is wicked. Bet it wasnt cheap.
You must luv the feeling of building up these engines, and then turning the ignition on for the 1st time to hear the resulting roar of that motor. To see that result, and to say "i did that", tis a wicked achievement mate.

did u need to go about any strengthening on the pan where u cut the tunnel (near the pedal assembly?

spose the roll cage would have compensated for that. Just getting ideas, cause i'm gonna need to do that.

Excellent pics-very neat work with all the fabrication.I can get some good ideas from yours to go into my car.

i want one... no wait... two!

awesome pics matt, love this stuff

Have to have two to race a mate....

awesome stuff mate thanks for the pic's

Not wanting to steel this thread...
My setup, whilst blown, was quite different to the setup that Mike has built up.
Although I had alot of input into the project.
Mike has chosen to take a slightly different path to the path (madness) that I took,
and as a result, has built up a combo, and tuned it to perfection, that has already surpassed what I did with nearly 900cc more
This is not to take anything away from the superb craftsmanship that is one of Mikes signatures.
He is one of the few trades people who can coordinate the engine building, fabricating, tuning, and driving of such a car.
Thanks Matt for sharing these photos.
As Matt has hinted, there is more to watch for in the future(about 100hp more!)

[ Edited on 24-5-2006 by dangerous ]

Thanks Matt for pictures and details was really kool


Marc

Fantastic work Matt! I really enjoy seeing step by step threads like this - like seeing the procreation of a monster or sorts! One question though, since the barrels aren't finned like stock barrels, how do they dissepate heat effeciently? Or is that not that much of an issue since it's only a few minutes of idling at the christmas lights then a sub 10sec pass down the track....?

I'll get answers for all the questions tonight. Will talk with Mike so I don't get any of the details wrong.

As for the cooling... the fins aren't required as the engine is only making noise for a short time and the methanol cools things down anyway.

Man ,your motor is fantastic,but why a waterboxer rather than a type one.I looked at it and you said you are using the stock crank,is it that much stronger?If you have any spares would appreciate a new sponser,hahahah again ,absolutely beautiful

Very serious clobber lads!
L8tr
E

Thank you for showing us all the insides of your motor,that was very cool,last night one of my friends who is very good at locating things came over,put my order in for a waterboxer,gonna tear one of those babies down and check it out,I hope you can stand an old man wearing you out with questions,hahaha thanks again

it's all about a super tuff factory bottom end, with the excellent availability of aftermarket modified type one valve train parts such as cams, springs, rockers and all those c.n.c machined big valve heads.


here is some info for you...


http://www.clubvw.org.au/oxy.htm

[ Edited on 2-6-06 by dumone ]

Great pics Matt. Kudos to Mike for permitting this detail to go out. A lot of racers like to keep their secrets close to their chest.

http://www.rockyjennings.com/ 
Try this one too...he does them in production line style.
I did one in '95 and fitted a 90mm stroke in there...nice strong casting.
Rather than make offset studs, I just redrilled the heads and it worked great.

The thing I like about it is that I can use stock crank assembly and end up with a stronger block and crank assemby for less cash.The scat cases and others are soooo expensive,add a flanged crank,you are talking serious cash.I have access to a machine shop,love to play on a mill,am willing to spend days doing whatever I have to.I know I can't even come close to duplicating what I have seen Matt do,but maybe I can build a turbo motor that will be cheaper and stronger than what I have now.I am just excited,not a idea stealer

beautiful just beatiful