The Cal-look Lounge

It seems I might become owner of another Super.
One nice car with very few miles on and a lot of Swedish VW street history.

It will need an engine.
My Blue Carbon car and engine is #1 in priority, so I call this project #2.

71 X 96 turbo TIV engine
Goal, a bottom level strong 300 hp. All in by 6000 maximum 6500.

Stock crank 71 mm
T IV length H profile rods and 200 mm conversion flywheel from Jake Raby
200 mm Kwik lock six puck disc.
AA 96 mm Biral with JE forged pistons 22mm
My TIV heads that I have tried to sell for quite a while but now will be core of the engine.
A twin scroll turbo good for 400 hp.
Short non equal length 38 mm stainless exhaust primaries
Burns collector
Either a new JPM or a Web cam I have on the shelf
FBO ceramic tipped lifters
CB drysump
T1 style cooling with shroud from CSP Sweden
DTA S60 injection
Single 3" throttle body by Hilborn.

(http://i153.photobucket.com/albums/s207/Frallan2/vw9600t4b_je_zpsdca6735d.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/vw9600t4b_je_zpsdca6735d.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/rod_pic_zps9e2c5b0d.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/rod_pic_zps9e2c5b0d.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/kwicklock_zps4ad4a14a.png~original) (http://s153.photobucket.com/user/Frallan2/media/kwicklock_zps4ad4a14a.png.html)

(http://i153.photobucket.com/albums/s207/Frallan2/combchambermotor2.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/combchambermotor2.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/exhaustmotor2.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/exhaustmotor2.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/TTstub-1_zps2375f76b.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/TTstub-1_zps2375f76b.jpg.html)

I have pictures but since Photoshop migrated to new version, I hate it!

Double slip twin scroll 38 mm collector

(http://i153.photobucket.com/albums/s207/Frallan2/kollektorfrnsidan2.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/kollektorfrnsidan2.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/kollektorfrnsidan.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/kollektorfrnsidan.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/10919-new_2008-08-06-kollektor_double_slip_zps9ce8b4fe.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/10919-new_2008-08-06-kollektor_double_slip_zps9ce8b4fe.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/10919-new_2008-08-06-kollektor_in_i_halet_zps35bd4f49.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/10919-new_2008-08-06-kollektor_in_i_halet_zps35bd4f49.jpg.html)

Yep, me too. Especially when they lost all the links I had to forums like this one on the changeover.  >:(

Anyway, cool motor build. It always amazes me how you guys keep gearboxes up to these things!  :D

(http://i153.photobucket.com/albums/s207/Frallan2/Number%20two/Number%20two%20again/LMSVintern20111_zpscd2c5c88.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/Number%20two/Number%20two%20again/LMSVintern20111_zpscd2c5c88.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/Number%20two/Number%20two%20again/LMSVintern20112_zps87e67ebf.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/Number%20two/Number%20two%20again/LMSVintern20112_zps87e67ebf.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/Number%20two/Number%20two%20again/Ceramic-1_zps039e6bbf.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/Number%20two/Number%20two%20again/Ceramic-1_zps039e6bbf.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/Number%20two/Number%20two%20again/June073_zpsba2c83a0.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/Number%20two/Number%20two%20again/June073_zpsba2c83a0.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/Number%20two/Number%20two%20again/turbo1_zps3cb21cd7.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/Number%20two/Number%20two%20again/turbo1_zps3cb21cd7.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/Number%20two/Number%20two%20again/10919-new_2008-03-16-kul_grejor_2_zps3c465e2f.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/Number%20two/Number%20two%20again/10919-new_2008-03-16-kul_grejor_2_zps3c465e2f.jpg.html)

Well never T1 in my case.
I am amazed at the patience so many people have in replacing gears and differentials.

Only 002/091 or better.
Stock 901 in the dragster and 915 in the 1967 beetle with Porsche 228 clutch.
In my older car it was a in fact a Bus automatic 090.

Subary is beginning to interest me.
The differential cannot be flipped but they do sell gears (I have been told) for reverted positioning. I have to check this.

OK, here you go......
http://www.subarugears.com/

Just remember that a 1100kg WRX running 12s will pop boxes too.

Thanks for the link.
Well that is too much money for just the R&P kit.
Rather do a well built 002/091 or step up to next model, a 911 or Mendeola.

(http://i153.photobucket.com/albums/s207/Frallan2/017_zps35c5ae9d.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/017_zps35c5ae9d.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/016_zpsc537cc39.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/016_zpsc537cc39.jpg.html)

The AA biral 96 mm set with with JE forged looks good and measured round and nice. Al fins on steel liner
The Kennedy conversion flywheel looks good too, so far.

So Wally, should I build with this turbo i know very little about or go to a T3/T4 or something else?
I tend to wish to start with this one and see how it works.
14-15 psi I have set as max boost.  Probably I will sneak up on it starting much lower.

Two air to water intercoolers in series in the back seat and a large motorcycle watercooler up front.
Pictures on those coming later.

This is how it started...........many moons ago.
Now that engine never got further...until now and in slightly different design.

(http://i153.photobucket.com/albums/s207/Frallan2/2litkomprprojekt1.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/2litkomprprojekt1.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/2litkomprprojekt2.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/2litkomprprojekt2.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/tropicarioumochmotor2015.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/tropicarioumochmotor2015.jpg.html)

The birals are 'interesting' to use n/a to say the least, let alone for turbo use, but you have used parts that were against the odds before and they worked well for you  ;)
I can't see what size that turbo is?
Can you supply sizes of the compressor and turbine wheels?

Cheers,
Walter

Robin G. look!
IKEA soup spoons just weeks after you gave me that tip in 2005.

What is it you need Wally?

Do I need to take the housing apart to measure?
I can do that easy for the compressor but turbine is more complex, I think.
I can then give you compressor inlet diameter too? Right?
Nope, I am not a turbo man....in that aspect.

Look,  it was easy.
Does this help?

(http://i153.photobucket.com/albums/s207/Frallan2/025_zpse00f097a.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/025_zpse00f097a.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/029_zpseb1e5877.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/029_zpseb1e5877.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/028_zps5665c73a.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/028_zps5665c73a.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/020_zpsdcd74e6c.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/020_zpsdcd74e6c.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/026_zps687dc28d.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/026_zps687dc28d.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/024_zpsa14be902.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/024_zpsa14be902.jpg.html)

and this one but I can only read the 7683 number.
Turbo is a Garret Air Research.

(http://i153.photobucket.com/albums/s207/Frallan2/093_zpsd24eb345.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/093_zpsd24eb345.jpg.html)

Compressor diameter 68 mm
Inlet small diameter 54 mm
Turbine diameter 74 mm
Turbine small diameter 58 mm

Those are the ones Fredrik!

I'd say that is indeed a 400hp turbo, but on an aircooled that would be pretty maxxed out (very high boost) to reach that I think. 350 real hp would be its ball park under more sane boost levels in my guesstimate with the references I have.
But yeah, should be able to do the job  ;)

Thanks!
Suits my 300hp target.
Good news. Looks like new inside.  1-3 and 2-4 paired? right?

Yep, plus try at least keeping 1-3 primaries and 2-4 primaries equal length as that works very well for spool and power on twin scroll turbines.

Here are the two water intercoolers that will be mounted in series in the left back seat space.
(http://i153.photobucket.com/albums/s207/Frallan2/010_zps31947f54.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/010_zps31947f54.jpg.html)

These are the two engine blocks. the magnesium one to the right will be used.
I know it is not the stronger but it is almost 7 kg lighter.
Been looking in to a slim steel plate conversion on the sides. Yes it adds weight..... hmmm thinking. But it keeps the timeserts for the stud in place and stiffens things up.
Maybe.

(http://i153.photobucket.com/albums/s207/Frallan2/009_zps78cf19ff.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/009_zps78cf19ff.jpg.html)

This is the good outcome of beginning to sort and keep my stuff in order.
I found a lot of Raceware studs. They fit this short stroke engine.
All I need is to order Timeserts and the 12 point nuts/washers.

(http://i153.photobucket.com/albums/s207/Frallan2/008_zpsf731f8f9.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/008_zpsf731f8f9.jpg.html)

Nice 'find' on the studs!  :D

Is this the same type of thing as the steel backing plate I used on my SSP 1303 box, between the main housing and the end housing to reduce the shaft/bearings walking?

Would it be a plate on either side of the cases, under the barrels?

My dragster engine from 1978

(http://i153.photobucket.com/albums/s207/Frallan2/Rightsideviewbolts.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/Rightsideviewbolts.jpg.html)


(http://i153.photobucket.com/albums/s207/Frallan2/leftsideview.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/leftsideview.jpg.html)

So we have a little bit of progress.

Crank is balanced with pulley, flywheel and pressure plate.
All balanced individually and then added on one by one, balance check on each added component and than as one assembly. Nice work Murre! Thanks!

Crank is checked and journals polished. Thanks Patte! I owe you one. (did you get the Aladdin box :-) ? )

(http://i153.photobucket.com/albums/s207/Frallan2/008_zps85f64e03.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/008_zps85f64e03.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/006_zps4a8684d6.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/006_zps4a8684d6.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/007_zps4f7ed689.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/007_zps4f7ed689.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/005_zpsfc37aa84.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/005_zpsfc37aa84.jpg.html)

Nice parts Frallan, but what dit you do with the oilholes on the mains on your crank? :o

Regards edgar

Nothing is my guess. Perhaps VW thought that a T4 engine could use some additional lubrication?

-BB-

Yeah, that is OEM VW.
I did not even react to it. Seen it for years (35) like that.

Hi Frederick, how is this build going?
Looks likeit ccould be a beast.
Love it.
Hermann.

Ohh hello Hermann!  i was just going to update and I saw your post.
Nothing has happened as I have begun enjoying my engine current 2413 cc high rev engine until last week.  I think I have either run a cam lobe flat or a lifter failure.
So with that in mind I decided to start building this one... or rtaher just assemble. It is pretty much done.

Using my mag case I now updated it with timeserts for the Raceware studs.
Then brake in and run it for a while with carbs, still turbo exhaust as pictured, then turbo.
More soon.
(http://i153.photobucket.com/albums/s207/Frallan2/016_zps6vag2lfc.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/016_zps6vag2lfc.jpg.html)

Nice. Keep it coming

The magnesium block was not straight.
So now assembly with my al case.
Feeling good.
Will start it with Weber and then switch to FI and turbo as next step.

(http://i153.photobucket.com/albums/s207/Frallan2/005_zpscfxsc3o2.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/005_zpscfxsc3o2.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/004_zpstr4xsgfe.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/004_zpstr4xsgfe.jpg.html)

I've often wondered (where there is available room, like a race car or buggy) about trying out a set of side draft carbs and blended straight runners for a direct shot at the valve..........

(http://i153.photobucket.com/albums/s207/Frallan2/10931292_903722679645947_3149103839983113159_n_zpsv7gzrr1y.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/10931292_903722679645947_3149103839983113159_n_zpsv7gzrr1y.jpg.html)


Shley brothers dragster 1973
Yeah, that is a TIV.

Well, there you go!
 ;D

The modern version from Netherlands.
The year is 2014 to 2015

(http://i153.photobucket.com/albums/s207/Frallan2/134056_zpsi3nul4lw.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/134056_zpsi3nul4lw.jpg.html)

Did you say straight shot at the valve?

(http://i153.photobucket.com/albums/s207/Frallan2/134057_zpsbytpwnxk.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/134057_zpsbytpwnxk.jpg.html)

The "newer" inlet manifolds were designed and created by Quintin Pet many years ago but surfaced recently when being installed in a mid engine car that he sold it to.
I also have seen side inlets with Hilborn done by Bill at Autocraft back in mid 80´s. They were used on midget cars.
(RIP Bill. I liked doing business with you!)

Cool!
I can already imagine looking past the needle of a BIG methanol Lectron.
 ;D

Hi Fredrik , good luck with your project , always interesting . Pardon me a couple of questions : soon ready with my 2600 cc engine , witch will run Jenvey 45 mm TB`s
Looking for 220 HP and wonder what seize injector to go with ?? Also not sure how to place the timing sensor  on the block , wheel aready machined . Is there a kit already for this? Thanks for the exhaust Fredrik and keep updating your project  :)
adding a photo ...

Rgs Erich

See anything strange with this engine and the second picture?
Well that is the way they will mate.


(http://i153.photobucket.com/albums/s207/Frallan2/014_zpsyr05eo7l.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/014_zpsyr05eo7l.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/013_zpsuwbbmmxv.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/013_zpsuwbbmmxv.jpg.html)

Sonic, I will give you a calculation and I will take for granted it is normal gasoline that you will use.

(http://i153.photobucket.com/albums/s207/Frallan2/004_zps0x58nq1o.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/004_zps0x58nq1o.jpg.html)

Turbo.....no turbo

Well well, start up and the break in without turbo.
Then Swedish style MOT inspection with carburators.
THEN turbo.
So now we have two end exhausts.
I am satisfied as with few hours every day, means something in progress.

Tomorrow refill of the argon bottle and then fire up the TIG.

(http://i153.photobucket.com/albums/s207/Frallan2/011_zps8z3r1gqo.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/011_zps8z3r1gqo.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/012_zpspmvqeu1l.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/012_zpspmvqeu1l.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/015_zpsnxwnndek.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/015_zpsnxwnndek.jpg.html)


(http://i153.photobucket.com/albums/s207/Frallan2/018_zpsmindb8kx.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/018_zpsmindb8kx.jpg.html)

(http://i153.photobucket.com/albums/s207/Frallan2/007_zpsrzvsrptd.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/007_zpsrzvsrptd.jpg.html)


Now she runs.
A bit more to fix and adjust  before I hit the street but a sweet feeling.
No oil leaks, no surprise.

So she runs.
Now with a problem to get the mixture right.
Got the low speed and idle very nice with 50F10 but then she drops like hitting a wall in lean out once I drive.
Switched from F7 to F2 emulsion and played with both air and main jets.
Not happy yet. No balance.
I am beginning to think my Raptor venturis are too large for this small engine. They are 44 mm.
Considering to try going back to Weber venturis, just to try and start with 42 mm.
Lets see if I make it for dyno day. I want 140 hp NA and 250 hp + with low pressure turbo.

(http://i153.photobucket.com/albums/s207/Frallan2/016_zpscmqo0ezx.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/016_zpscmqo0ezx.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/014_zpsg1c5mw6g.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/014_zpsg1c5mw6g.jpg.html)
(http://i153.photobucket.com/albums/s207/Frallan2/015_zps4xbxq7h8.jpg~original) (http://s153.photobucket.com/user/Frallan2/media/015_zps4xbxq7h8.jpg.html)

So finally it is happening again.
Strange contraption. Started her up today and tested how it sounds with a turbo running Weber 51... Strange sound.
Anyway, tomorrow the carburators come off and DTA S60 is going on. Good feeling!
Fun to be back in my workshop, door open and the birds singing......

(http://i859.photobucket.com/albums/ab151/losmachossociety/002_zpsa6qilnz9.jpg) (http://s859.photobucket.com/user/losmachossociety/media/002_zpsa6qilnz9.jpg.html)

(http://i859.photobucket.com/albums/ab151/losmachossociety/004_zpsrb0fiavh.jpg) (http://s859.photobucket.com/user/losmachossociety/media/004_zpsrb0fiavh.jpg.html)

(http://i859.photobucket.com/albums/ab151/losmachossociety/005_zps9vvefac5.jpg) (http://s859.photobucket.com/user/losmachossociety/media/005_zps9vvefac5.jpg.html)

Nice update! Looking forward to reading about the transition.

-BB-

nice!

Is it my idea, but what size is the crank pulley? different size than original?

Hello Broen!
I have no idea were and when I bought that pulley. Like 10 years ago. I modified it as it apart from the grading has a 36-1 on the back.
But yes, it is slightly smaller than original steel pulley.

someone who remember this ??  ;D

Rgs
Erich[attachment=1]

Well, I for sure do and I guess all Swedish VW Drag Racers from those years remember Ambjörn, Madeleine and Martin with their consistent Quick and series winning buggies.
Sadly Ambjorn passed away end of last year. RIP. Our Swedish VW Community lost a real Bug professor.

[attachment=1][attachment=2]

Engine update. It runs and it it drives....but the focus is on the new larger Wheels and large Brembo brakes.
Also a 2750 cc Engine is basically ready on the stand and in good order to stay with my traditions, I might switch focus soon and switch Engines.

Good to see you have a driving car again..
enjoy it


gr henri

Love this car , any updates Frallan ??
Rgs

Funny when I look at this car and many others of mine in retrospect.
It is very seldom the same Engine is in the car year from year.
I can with pretty high confidence say that this frequency will change.
I have a 3.1 liter almost ready and a 2.8 in the plan after that. Then STOP.

Since the last posts I did run the car successfully with 2056 cc and a Kawell nostalgic draw through turbo.
It boosted at most 7-8 psi. BUT, it ran very nice on the track.
Too nice.
Having a Porsche GT2 behind me and he did not pass me, I got lost. I pushed too much....... it hurt a CF fender.
Now I was lucky. I had just ordered larger fenders for my upgrade to 17" Wheels and slicks.
Two weeks after the crash, the car was dressed again. That was 2017.
Plus I am still pretty proud as the Porsche driver sais he thought I was very "Generous" with my speed and he therefore decided to stay behind for a while. He added that he was impressed.
It made my day and month and it still makes me happy.
No driving at all in 2018..... my 3.1 Engine had some "shitty" lifters and this stopped me dead.
[attachment=1][attachment=2][attachment=3]

Here she is with the wider fenders, 17" and slicks.
Some more additions such as CF wing and few other updates are in the pipeline.
If I remember, I will update here.
Otherwise you have to remind me gaian.
[attachment=3]
[attachment=2]

Thanks for the update Frallan , hope to see you at the track this summer ..   :) Could need some adwise how to run the oil lines to and from the dry sump tank ,, and where to bye a decent DS tank ... Thanx
Rgs /Erich

Frallan
I'd be interested to know how many litres of oil you run? in what capacity tank?.
Is the tank up the front or in the cabin?
ta Ian

I honestly do not know.
10-12 liters I would guess.

At one time in history I ran 12 liters or maybe even more. 2 HP1 filters on the pressure side and 2 HP1 on the suction/return side.
I have had the tank up in the spare wheel location, Porsche 911 in the right rear fender (BEST) and today I have the tank on my right side back seat behind passenger seat.  Separated by a wall.

Thank you, very good to know, I was thinking luggage compartment behind passenger seat, but I'll look at rear fender (like 911), it's a ghia, so there is reasonable space in the rear fender.
ta Ian

Cool Frallan,

You always manage to run those type 4 engines hard.. thumbs up..

Ahh, re-read you question Ian. Always a large enough tank to keep the oil running over one or more baffles to de-aereate.
It is one of the most lost important advantages with dry sump.
The quality of the oil, viscosity characteristics, bearing, cooling is lost in our dear VW engines, without loss in oil pressure.
It is in my theory the cause of loss of many engines with deep sump where the owner think he has good supply but in reality not.

Real high profile racing engines even have centrifugal functions built in to remove maximum amount of air.

My tank is maybe 14-16 liters but the tank when running is not more than half full.
That is why tall tanks when possible, are good ones.