long time no update as I was on holiday and had some other things to do.But in the next days some things will happen.
I got the complete engine tin back from the powder coating which will be mounted soon.
Since the last update I have only made some small things as completing the valve train and shiming the CB rockers for correct side play.
Sadly I had to drill the mounting holes in my race trim valve covers bigger to get them mounted. Before I could only mount one screw each side.
So belive me when pre mounting your engine mount
every part... The better mod would had been to gring away material at the heads...
So this time some words about the gearbox that were build at the beginning of this year. As I have sended a gearbox with my 1776 to heaven I didn´t want to cut corners and do it after the engine is completed and have gone thru and orig gearbox.
The gearbox is made out of an early typ-3 4,125 box and an late IRS 72- one cover box.
My goal was to get the best out of orig. VW parts.
The specs are
R&P: 4,125
1st: 3,78 (late shaft)
2nd: 2,06
3rd: 1,32 (the shortest vw availabale) (raw teeth/syncs welded)
4th: 0,89 (raw teeth/syncs welded)
and last but not least an NOS ZF LSD
It`s an compromise between fast accelarating 1-3 and an overdrive 4th for easy autobahn cruising. An orig. 0,93 4th would have made the gap 3-4 smaller but I wanted an 4th for traveling in excaptable speeds over the autobahn.
With mixing up the parts late/72- you could get the best out of an orig. box. The late 72 1&2nd shaft for hard starts and the late 3&4 raw teeth gears for more strenght.
But the sync/gearholders of the 3&4th gear need to me modified to fit on the late shafts, or the shaft could be moded. I n my case the gears were moded.
Mailny of the work was done by a club mates brother (D. Göhner) which did an superb job and has all the knowled and the needed special tools for measuring and adjusting everything.
Some other work was done in the south of D by a man called M. Dietrich which made some cool mod`s.
The base:
Many bearings were made new even the big ones in the side covers and of course the often overlocked mainshaft bearing at front. The orig. R&P bearing cover plate was exchanged against an Cromo housing.
Aditional oil channels were made:
laser welded synch and aditional oiling:
LSD setup:
The R&P are both glas pearl blasted for an better oil film. There are some extra holes in the LSD housing for additional oiling. A big thank ya to Bruce for huge info support about the LSD theme!
some words about the front cover:
The shift forks are now teflon bushed and the box shifts like a dream at stand. The main bearing is now secured by an key so that the outer ring could not turn in the cover.
A neat trick of mister Dietrich is the cover plate he lasers to get the shafts supported well axial.
done:
I pre polished the fins to get it detailed but as it was painted I left it so cause it will fit the engine case better. Very good that I spended some... hours of grinding and pre polishing the fins
The sharp intersection at the ends of the driveshafts were grinded smooth and polished to prevent breaking. I will see if that will hold but I wanted to try that before buying china parts... Oversize "halfmoon stones" the ones with the groves are beeing used in the diff.
The Cal-look Lounge
Author
