Finally got to meet Marty Staggs today here in the outskirts of LA who is building my 2442 turbo/EFI engine.

Its been on the backburner for a while which was okay with me (to save some more $) whilst he got a few other engines finished (a few went to France, others in the US). He is also trying to get his 3L Pauter twin turbo engine finalised for his Altered. So the progress will continue soon on mine.

Anyway, a few pics I took today with some specs mixed in.

Flanged bugpack 88mm crank


Pauter 5.7 Chevy journal rods


94mm Wiseco pistons with Cima barrels (total seal second rings)


Modified Berg oil sump, CB raised roof case, Staggs turbo grind cam plus CE straight cut gears, DTM cooling shroud

Top chrome pulley will be replaced with CE unit. Manton double taper pushrods will go in along with Jaycee pushrod tubes.


CB competition eliminator heads (44x40) with hand porting


Was hard to get non blurry pics of the exhaust ports - happy to share any info I can on this engine....no secrets here.


Lightened flywheel machined for Tilton dual disc clutch setup


Marty has just started the intake and exhaust fabrication

Intake plenum fabrication is next on the agenda


Some more hand porting of the manifolds will occur after the fab work is complete


TCE throttle body (unsure of exact size)




Custom ball bearing turbo (don't have exact specs sorry)




Cheers
Al

You certainly picked a man who knows his stuff. Ive followed a few of his builds.
What Hp are you expecting in this monster.

great stuff mate !!!!
what cam will it run?

Wow Alan!!

That really looks the goods. Will we see it this year?? Warwick maybe?

lookin good alan, cant wait to see this in the oval, should wake it up a little...

Hi guys, yep the engine will end up in the 54 oval - unfortunately not this year for warwick due to time and funds required to get it back to oz, then purchase injectors and ECU, tuning, fuel system etc etc etc. Next year though!

I didn't knuckle Marty down for cam specs just yet - all I know it is his custom profile designed for turbo application based roughly on a K8.
Yep Troy, should definitely wake it up!
Al

He estimates it should be good for roughly high 300's, close to 400hp at the flywheel depending on boost etc. Always hard to know until its actually on the dyno....more interested in the 1/4 mile times!

WOW!

Yeh, patience is a virtue Alan. (More like a frustrating PITA but that is life )
Progress is good.

I bought it as an unfinished engine that a guy in the UK had commissioned Marty to build. His plans changed half way through (sold his beetle and went to a Fiat which the engine would have been too much for), so he advertised it on the cal-look forum over a year ago. I would have had something like this built locally in Oz but the price I got it for would have barely covered the parts alone never mind the labour to build it, so I jumped on it.

Although I'm not wanting to be evasive, I better not reveal the cost of the engine in case my wife happens to read this thread
Al

friggen sweet!

Just a question though, is it wise having a lightened flywheel on a turbo setup?

Troy has a lightened flywheel on his set up in his Type 3. Just means once it really builds boost the tacho needle moves bloody quick to the limiter. Light flywheel = less mass to have to spin up robbing HP!!

Al as you would know the little things that could and will go wrong will prolly happen so Warwick next year will be an achievable goal.

yea i was just curious thats all...

because in the ricer forums there was discussion that the spool time for the turbo takes longer with a lightened flywheel as the throttle is less depressed as extravagantly compared to teh 'less revvier' factory flywheel. (as it requires less throttle to 'rev' up with a lightened flywheel)

In turn, more throttle, more air flow, more air flow in exhaust manifold, faster spool.
I think the discussion was more in regards to launching from the line, i'm not 100% sure, but was a rule of thumb some guys were pushing forward. I thought it would be good to bring up and question.

But they were stating that the benefits of maintaining a normal flywheel over lightened in a turbo application was more beneficial performance wise, in all its irony.

That engine looks amazing. nice stuff. any updates on it??

Cheers fish, I am looking forward to getting it to Oz some time before the end of the year. I'm not pressing Marty at the moment because he is flat out with Turbosmart (head of US operations now) and my funds aren't freely flowing at the moment so even if it was here tomorrow, I still need to save for ECU, injectors etc etc.
Al

Yeah I heard he's going nuts with Turbosmart, the right guy to carry it, people don't understand how much knowledge is in that outfit.
You gonna run the 550cc from Mazda with Microtech or a different combo?
Looking forward to the rest of this thread. re. ben

Been a long time between drinks (updates) but I just visited Marty again whilst I am over in the US for the Bugorama/Classic etc. To his defence I have not pushed at all to finish the engine which is why it has taken so long (I know running a resto business what it is like to try and deal with customers who jump up and down, but being so laid back means things can sometimes be put off).

Nonetheless things are getting close to completion now - intake is all done (apart from some ceramic coating), and most of exhaust is done (although not pictured here as Marty had to pull some bits off to take the turbo and clutch as backup for Sacramento (didn't need either)....similarly a small claim to fame is my JCL shifter I recently purchased went into Roger Crawford's super street car for his last round at Sac due to problems with his....it was pulled out after his elimination, and dropped back to Jim Larsen who is doing a line lock button mod to it (machining wiring passages down through the handle etc) - hoping to get it before I leave the US.

Anyway, enough blah blah.

Will get Marty to sort out the injectors and fuel rails as well but will source ECU here as I am somewhat dictated by dyno tuner and his familiarity/preference. At this stage it looks like Autronic SM4 but that may change pending further research.

So that is probably the end of the updates for a while until it lands in oz unless I update shifter install etc....warwick is unfortunately unlikely this year as you all should know the time it takes to shoe horn something like this into an engine bay. Plus by the time I pay to freight it home and bend over for customs duties/taxes etc, I won't be able to afford the ECU etc
Al

W........O................W

lookin good allan, sm4 autronic is what i am running and once tuned its great. I added at cdi ignition which is also autronic. Cost is up there but well worth it, bet your looking forward to it landing here so you can start work, keep us posted

Very pretty indeed! What cam did you end up running?

Sweet Al. Looking very noice indeed.

and

Seeing this stuff on the forum does get me going... pure volksporn dude.

Still waiting on the cam specs - maybe Marty wants to keep his custom grinds close to his chest

No updates on the engine, but got a bit warm and fuzzy after the classic when I picked up my new JCL shifter with the first RHD line lock button mod performed by Jimmy Larsen. Couldn't afford to buy any other parts after paying for the shifter but its a nice bit of kit, and something different so I though what the hey.









Al

That is nice Al....good score

thats a very nice set up, i noticed u have a dtm shroud, i read about them. have u heard much feedback from those that have them or does marty staggs recommend dtm. i look forward to seeing the finished product. regards greg

hi greg, I ran a DTM on my type IV (close to stock 2L) in my ragtop beetle after running the sharpbuilt kit and noticed a consistent 10-15 degree (F) reduction in oil temps. I did not have head temp sensors so can't comment on that. Jake Raby has done a lot of testing with the type IV setups (with CHT readings) and seems to be fairly transparent in publishing his findings......although at the end of the day he is not totally independent as he sells the products. Not suggesting he fudges any results, just noting the link.

I don't think Marty generally uses the DTMs as 90%+ of his motors are run without shrouds anyway - the guy I bought the unfinished engine from had the DTM already so I decided to stick with it. Not the most attractive aesthetics but must admit I like the idea of the air being pushed down between the 3/4 cylinders rather than mostly over #4 like a stock shroud with cooler inside (even doghouse). Just my 2c, I'm sure others will be able to provide input. I am not too worried as it won't be doing any long trips in hot weather (mostly around 400m at a time)

Al