Scat killer case?

Freq2002 · Post by **Freq2002** » Tue Apr 09, 2002 10:43 pm

I have plans to build a 2.5L with turbo & EFI. I want something I can beat to hell if I feel the need (My baja has more air time than some planes, so I feel the need quite often,...). Are there any other strong cases that will work as/almost as well w/o dropping that kind of change?

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Where are we going, & why am I in a handbasket?...

Post by **sparkmaster1** » Tue Apr 09, 2002 10:48 pm

Build a type 4. One note though, why would you want a turbo in a Baja bug? Is it for sand use or out in the woods? Tim

Freq2002 · Post by **Freq2002** » Tue Apr 09, 2002 11:04 pm

Actualy, I'm building a one off street rod. I traded the baja body for the bride of frankenstien that I have now. She's ugly, but she'll do the job & more.
I thought about the type IV's, but right now I'm looking at the "what-if" catagory. Presently I have a GEX 1835 with all the trimmings, running a single Weber 40, & HEI.

GDRBO · Post by **GDRBO** » Wed Apr 10, 2002 12:55 am

A TF-1 is probably your best bet but they are expensive. A type one is too light duty for what you want to do. A type-4 is possibly the cost effective path to your goal. I am about to build a 1856cc T-4 with turbo and EFI.

[This message has been edited by GDRBO (edited 04-10-2002).]

Freq2002 · Post by **Freq2002** » Wed Apr 10, 2002 1:12 am

OK, I guess the next route for my question would be: Is a type IV case susceptible to the same issues as a type I when you're dealing with 350+ horses? I'd like to turn out around 350, but if I can get silly with it, why not!?!? Just dont want to scrap my engine every time I decide to spank a ricer.

GDRBO · Post by **GDRBO** » Wed Apr 10, 2002 10:40 am

There is a drag car in England claiming 350 hp from a T-4. The T-4 case is aluminum and is stronger than a T-1. It is usually needs none of the machining that a T-1 needs.

Marty · Post by **Marty** » Thu Apr 11, 2002 12:06 am

The Scat case is your best bet next to a Pauter motor. The Scat case be had for less than the TF-1 also. You cannot use a stock oil cooler so you have to use an external one and a center mount fan/alternator setup.

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Marty Staggs

www.staggsracing.com

Freq2002 · Post by **Freq2002** » Thu Apr 11, 2002 12:54 am

For the full blown engine I want to build I'll have to go with a heavy case. While blowing the sides out of a stock case would be fun, I think I'll pass,...
Can anyone tell me what a Scat killer case goes for? I know the TF-1 is supposed to be about $12-1300, but haven't priced the Scat yet. I have time to start saving pennies since I need to get the car mobile ASAP & I already have a stock & a desert race engine. So no hurry on the new power plant.
Thanks for the help too.

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Where are we going, & why am I in a handbasket?...

stealth67vw · Post by **stealth67vw** » Thu Apr 11, 2002 12:59 am

The TF-1 case is $1900 or so and the Scat case is $1400-1500 depending on dry sump or wet sump.

stealth67vw · Post by **stealth67vw** » Thu Apr 11, 2002 1:01 am

Also, the Scat case doesn't have a dropped cam to clear 86+ stroke.

Freq2002 · Post by **Freq2002** » Thu Apr 11, 2002 1:48 am

Actualy the tech specs say it's cleared to 90mm stroke and 101.6 bore. I'm also lookin at the split port heads they make (I'm dreamin, so I may as well dream BIG!), any real world oppinions on them?

I'm curious what you all think would work better for a turbo set-up with about 9.5:1 compression, a long stroke small bore, or bigger bore with shorter stroke?

I'm good with making the stock motors scream, but this is my 1st ground-up build & I'd prefer not to blow a couple grand out my ass to find out it's not the right setup, the Navy just doesn't pay me that well,... thanx for all the inputs too.

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Where are we going, & why am I in a handbasket?...

GDRBO · Post by **GDRBO** » Thu Apr 11, 2002 10:40 am

The TF-1 case was designed as a "stock replacement" with improvments. It will take a stock cooler and all stock sheetmetal. BTW one won class 10 at the BITD Terrable Town race last weekend beating all the water coolers! The first aircooled win in class 10 in some time.

Marty · Post by **Marty** » Thu Apr 11, 2002 1:47 pm

Scats track record with their blocks speaks for itself.
As far as large stroke vs bore etc.
Many guys go with the shorter stroke and larger bore to get more rpm. I think this is to help keep the motor spooled up, but turbo sizing is the way to address that. I like a more square motor and less rpm. Things live longer if you dont have to spin the hell out of them.

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Marty Staggs
www.staggsracing.com

Lo Cash John · Post by **Lo Cash John** » Thu Apr 11, 2002 5:04 pm

About the SCAT split port heads...
A guy Lester and I used to know had a set on an all SCAT 2332 in an Empi Imp drag buggy.
The only thing I really didn't like was the way the rocker shafts were supported. The shafts sit in a circular pedastal (like a 36 hp motor) and so can't easily be shimmed for proper valve train geometry. They are well supported for sure, just not on a flat surface allowing for simple geometry changes.
This may have partially explained why this motor lost a lash cap (with no other damage)on a couple of different occasions.
Just my observations...

Freq2002 · Post by **Freq2002** » Thu Apr 11, 2002 10:23 pm

Was just doin the math on the dimensions that case will handle,... At 101.6 bore & 90 stroke, 2917cc's. Thats ungodly for a type I, & sounds like entirely too much fun for any one person. Kinda like strapping a JATO bottle to your ass & lighting it.
I'm wondering what would be the largest displacement that most of you have found to be streetable in a practical sense with a mid range cam and a turbo EFI system. Dont get me wrong, this project is not gonna be a daily driver, but I would like to be able to drive it more than a quarter mile at a time.