Thursday, October 20, 2011

Engine updates - 2276 cc & 2028 cc


The 2276 cc is looking better now. Merged exhaust (1 - 7/8) got here from Vee Dub Parts Unlimited last week and fit perfectly.

Good silver ceramic coating job too.

Thanks Ralph!



As you can see, I also got the Gene Berg pulley bolt & washers so the JayCee pulley is now fixed to the end of the crank good and proper.
 

This is a nice little piece I bought out of the UK from Neil

(http://www.thesamba.com/vw/classifieds/detail.php?id=968666)

Perfect bit of machine work.

Nicely anodised grey too!

Sorry about the shadow in the photo...

I don't think an oil cooler is going to be much of a concern on this engine.




Last job on the engine will be to fabricate the oil and fuel lines because I don't know where we are going to mount the oil filter until we get the engine into the car. I also didn't disturb the brass fitting in the case from when it was in the black VW.

Looks a little out of place but it isn't leaking so why mess with it?



A good view of the oil cooler block off.


The 2028 cc is also coming together quite well.

The short IDF manifolds are temporarily bolted on (still to be match ported) and I have borrowed a pair of IDF throttle bodies while I arrange for another set to be sent over from CB Performance.


I will get a set with the injector bosses drilled however and then get them cut down about 1 inch once they are here as there isn't a great deal of room under the Type 3 engine lid.


Similar to the oil cooler block off on the 2276 cc, I had this oil cooler block off made by Vintage Vee Dub Supplies about 10 years ago.

It routes the galleries out to the Earls oil cooler which is mounted near the gearbox and also cooled with a big thermo fan.

Works perfectly and keeps the engine looking good with minimal crap on top of the engine.

Time and time again I see that Type 3 engines when altered generally look like arse unless you do a bit of thinking.


I also route a small line to the mechanical Auto Meter oil pressure gauge as you can see.


Yes an MSD distributor will fit under the lid of a Type 3 but you will have to run 90' ends and alter the engine lid ribbing.

I also ceramic coated my engine lid to dispense with the factory insulation while I was at it.


The stock breather also looked out of place on this engine so I had the top of the original breather tower welded up and then I tapped it 3/8 NPT to enable a hose to be connected off to a breather mounted elsewhere.

Looks excellent when it's all connected and in the car.

If you use the MSD as the maximum height, you can see why I will be cutting down the throttle bodies - not much room to play with.


More photo's soon. Hope you like them thus far. 

Monday, October 3, 2011

October - Better late than never

So sorry for lack of updates - have been busy with house renovations - relocating water, gas & electrical as well as a lot of digging, drilling and general stuff. Not what I want to do however it has to be done.

What of the VW projects?
  • The 2276 cc from the black VW is now sitting on the bench ready to fire up with new 48 IDA's and with some luck, the new exhaust from California will be here in the next couple of weeks. I removed the engine from the car a month or so ago, dismantled the top end to see how it was looking, soda blasted the combustion chambers, raised the CR to just shy of 10:1 and re-assembled with a host of JayCee odds and sods.




  • The 2028 cc has now been assembled out to the heads. I got my dad to assemble the bottom end of the engine just so he can say he built it. Cool. Engine contains Scat 78.8 mm crank, Scat 4340 lightened flywheel, Berg 90.5 mm pistons and cylinders (dyke's top, total seal 2nd), Eagle 136 mm rods, Engle K8 cam & lifters, Magnum straight cut gears, new AS 41 magnesium case, Berg sump, Berg pump, o'Berg filter, Jaycee push rods & tubes, Scat 1.4:1 rockers, CB wedge port heads, CSP rocker covers, MSD distributor. CR is about 8.6:1 from memory. The engine is awaiting the short IDF manifolds from California (same box as the exhaust for the 2276 cc mentioned above) and then once I have mocked up the throttle bodies (2 x dual throat IDF) that I have grabbed from Greg, the tin ware will be altered to suit the engine and then sent off for paint etc. This new 2028 cc engine should prove to be a reasonable daily driver type deal, especially with heads that contain some decent cooling fins, plus the cam is somewhat mild (boring?). Exhaust is the 1 7/8 unit that was on the 2276 cc previously.





  • Greg's drag car - I have purposely not mentioned this project yet and certainly not shown photo's as it isn't my car however the photo's aren't far off from being shown. Engine: 88 x 94 mm; front narrowed 4 inches; frame head laid back 10'; rear end narrowed 4-6 inches (I forget how much I cut out of it!) and raised 4 inches; rear fenders raised about 5 inches; fuel cell up front; 1 piece fibreglass front; billet pedal assembly; Kirkey racing seat; raised transaxle & engine (2-3 inches adjustable); Ron Lummus wheelie bars; Ron Lummus roll cage (with extra supports everywhere); Ron Lummus flush mount windows. From what I can gather, this might be a rapid car once it's all together. Funny because it hasn't been much of an effort, what with Greg paying the bills and me cutting, welding & assembling the car. Nice not to have to pay for a project for a change.

  • The MK twice GTI is all happy and repaired after the idiot smashed the front. The engine might have been replaced while it was being repaired... Also must thank Rhys for the front end work- replaced the struts, tie rods, all mounts, ball joints and while we were there threw away the sub standard MK 2 brakes in favour of some MK 3 disks, callipers & hubs. The car stops now like it should which is good as the engine does crank along. Almost forgot - replaced the front tyres with some directional semi slick type tyres to sharpen it up around the corners. Magic daily driver and what is most unusual for a VW - I hardly have to work on it because of a failure. Reliable car considering it's 20 years old.

  • The 1602 cc is still on the back burner until the panel van gets the new 2028 cc engine installed and Greg's transaxle is finished along with getting my 2276 cc running again. I just don't have the room right now (hence the work on the house renovations...).