Another Type 4 Turbo Project...

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cnavarro
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Post by cnavarro » Mon Oct 31, 2005 8:22 pm

Shortblock looks great! Glad everything got there safe and in record time! Those dishes are tiny, what compression are you aiming for? I did a few months ago a 38cc dish on a 94 bore type 1 for 7.5:1 for an off-road supercharged t1.

Charles Navarro
LN Engineering
http://www.LNengineering.com
Aircooled Precision Performance

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jonas_linder
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Post by jonas_linder » Tue Nov 01, 2005 11:26 am

Type3 >> See my answere in this thread : http://www.shoptalkforums.com/viewtopic ... 318#664318

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type3
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Post by type3 » Wed Nov 02, 2005 6:27 pm

cnavarro wrote:Shortblock looks great! Glad everything got there safe and in record time! Those dishes are tiny, what compression are you aiming for? I did a few months ago a 38cc dish on a 94 bore type 1 for 7.5:1 for an off-road supercharged t1.

Charles Navarro
LN Engineering
http://www.LNengineering.com
Aircooled Precision Performance
Thanks for the compliment Charles. Yeah, parts got here pretty quickly this time as Customs only held onto them for a few days this time around. :)

As for static compression ratio, definitley lower than 8:1 and as near to 7.5:1 as possible, that's my ball park.

cheers,
type3

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type3
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Post by type3 » Wed Nov 02, 2005 6:28 pm

jonas_linder wrote:Type3 >> See my answere in this thread : http://www.shoptalkforums.com/viewtopic ... 318#664318
Cool, thanks for that. :)


cheers,
type3

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jonas_linder
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Post by jonas_linder » Thu Jan 19, 2006 4:57 am

What's new ?! ;)

culman1234
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turbo oil return

Post by culman1234 » Thu Jan 19, 2006 4:47 pm

Jonas, I was right in the middle of setting up the oil return on my turbo type IV. where is the best place to return it? Mine is a baja bug, so I have lots of space. Plus my turbo is up high, above the engine. Do I need to restrict the oil return? I bought the DTM for Jake Raby. It fits nice. This is the latest picture of my progress. All I need is to plumb the fuel pump, some wiring and the oil drain for the turbo. I was going to return it to the fitting on the oil filler neck, but I'm sure I'll need to put a breather there.



http://pg.photos.yahoo.com/ph/culman123 ... pg&.src=ph

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jonas_linder
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Re: turbo oil return

Post by jonas_linder » Thu Jan 19, 2006 5:47 pm

culman1234 wrote:Jonas, I was right in the middle of setting up the oil return on my turbo type IV. where is the best place to return it? Mine is a baja bug, so I have lots of space. Plus my turbo is up high, above the engine. Do I need to restrict the oil return? I bought the DTM for Jake Raby. It fits nice. This is the latest picture of my progress. All I need is to plumb the fuel pump, some wiring and the oil drain for the turbo. I was going to return it to the fitting on the oil filler neck, but I'm sure I'll need to put a breather there.



http://pg.photos.yahoo.com/ph/culman123 ... pg&.src=ph
You can return it anywhere above the oillevel. From the picture it looks like both the oilfiller and the oilfiller on the stand would work good!

You can put a T on the return and make a breatherhose too!

NO restriction, go as large as possible, within reson(3/4" will do fine!) ;)

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type3
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Post by type3 » Sat Jan 21, 2006 5:01 pm

jonas_linder wrote:What's new ?! ;)
Hi Jonas, how's it going? No real update from me at the moment, but I should have some news in the next couple of wweeks. :)


cheers,
type3

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jonas_linder
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Post by jonas_linder » Sat Jan 21, 2006 6:55 pm

type3 wrote:
jonas_linder wrote:What's new ?! ;)
Hi Jonas, how's it going? No real update from me at the moment, but I should have some news in the next couple of wweeks. :)


cheers,
type3
There are updates in my thread and the "new project, turbotype4" too ;)

Passatman
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Post by Passatman » Sun Jan 22, 2006 3:02 am

Jonas can the mega squirt you have be used with crank fired ignition.

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jonas_linder
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Post by jonas_linder » Sun Jan 22, 2006 6:38 am

Passatman wrote:Jonas can the mega squirt you have be used with crank fired ignition.
megasquirt n spark can be used with missing tooth wheel!

you can read more on the www.msefi.com

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func412
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Post by func412 » Fri Feb 24, 2006 3:43 am

I´m going turbo also (71x94). I´m planning to use Mahle forged pistons and use spacers under cylinders to get lower copression ratio.

First, When I read this thread, I got a bit unsure of spacers... should I have the pistons dished instead and why? Is there enough material to machine mahle pistons?

Secondly, can you tell me what are the biggest differences between webcams #119 and #73.

Third, I have heads that have 41x33mm valves installed. Do you think that´s enough for turbo application? I was thinking that I should have at least the exhaust valves changed a little bigger (maybe 38mm) and the maybe stainless ones?

This thread is great and these turbo projects look fascinating! Thanks for sharing!

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type3
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Post by type3 » Fri Feb 24, 2006 5:24 am

Hi func412,
Good to hear there's another turbo project under way. :)
func412 wrote:I´m going turbo also (71x94). I´m planning to use Mahle forged pistons and use spacers under cylinders to get lower copression ratio.

First, When I read this thread, I got a bit unsure of spacers... should I have the pistons dished instead and why? Is there enough material to machine mahle pistons?
The dished pistons are just another way to lower the compression without messing with the deck height as it changes none of the other geometry. When you say spacers, you mean under the barrel rather than the head gaskets right? I don't think there would be any real problem per se although it will affect push rod length and the deck height. n.b. Avoid head gaskets at all costs!
func412 wrote: Secondly, can you tell me what are the biggest differences between webcams #119 and #73.
The webcam #73 is similar to stock but with better characteristics than stock. Stock cams are great for turbo road use so the #73 is a good choice. The webcam #119 is labelled a turbo cam as it has more lift but not that much more duration. Turbo engines don't want cams with lots of duration due to the way a forced induction engine operates versus a N/A engine.
However, speak to Jake Raby as he has custom split duration grinds off the shelf that would most likely be a better choice.
func412 wrote: Third, I have heads that have 41x33mm valves installed. Do you think that´s enough for turbo application? I was thinking that I should have at least the exhaust valves changed a little bigger (maybe 38mm) and the maybe stainless ones?
33mm on exhaust side sounds too small to me. Turbos have to get the hot exhaust gasses (energy) to spool the turbo as quickly and efficiently as possible. A small exhaust valve will only choke that process. The intake sounds fine as that's the side that's under pressure. The air/fuel mix is gonna go into the chamber no matter what. :)
func412 wrote: This thread is great and these turbo projects look fascinating! Thanks for sharing!
Can't beat the Type 4rum for sharing info on these projects. :lol:


cheers,
type3

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type3
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Post by type3 » Sat Mar 25, 2006 3:27 pm

Due to public demand, here's an update... :lol:


I placed an order with Jake yesterday for some heads. They are a new development for Len and Jake and aren't even listed on the Type4 Store yet. I won't give away any specifics as they are tied in with the forthcoming Hot VWs article and I have no idea how public any of this stuff is yet. So I'll err on the side of caution for the moment. :)

Suffice to say Jake showed me some pics of some similar heads that he has done for another customer and all I can say is OMG!!! They are stunning! The attention to detail is fantastic, the thought and engineering that has gone into them is spot on.

I'm happy. :D

It'll be a couple of months before I take delivery of them so in the meantime I'll do the odd jobs that I haven't got round to doing yet. The new heads change my plan on the exhaust side so I'm gonna have a rethink there, but I've got a couple of options that I might try. :)


cheers,
type3

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Ephry73
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Post by Ephry73 » Sat Mar 25, 2006 7:04 pm

That engine sure is looking good!

Keep us posted.

E

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