Type 4 engines, the roots of the conversion.

Don · Post by **Don** » Mon Mar 05, 2001 10:58 am

I?ve been running this type 1 motor for 8 years now and it won?t grenade
I?ve run berg 42 specials ,CB 48mm fi, and CB fi turbo at 18 psi, dli blower at 8 psi
Now I?m changing to a turbo again,
The motor is a 2110cc berg crank carrillo rods I feel I beat the motor hard I take it on 150 Mile trips to shows rev it to 7500 rpms still no luck getting it to grenade any help would be
Appreciated thanks

Steve Arndt · Post by **Steve Arndt** » Mon Mar 05, 2001 1:46 pm

Berg Crank and Carrillo rods make it cost more than a nice Type IV conversion though! There are always many ways to go about things.

The engine I'm building should last around 30,000 miles between cylinder hones and bearing checkups. 78x103, 48x40 heads, 8.5:1 CR, 163/86B, full Power Tuning Parts light weight valve train, PTP 911 cooling setup w/ 12 blade Carrera fan, etc. etc. 1 3/4" merged TG Fab header and 3" muffler. It should make 200 horses or only a hair under, and only require valve adjustments and oil changes just like Jake said. If you can build a 200 horse T1 that goes 30 thousand miles between checkups, and can drive the Berg Cruise with the other little stroker T1 guys, I want to shake your hand

I'll be there.

Steve

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Don:
<B>I?ve been running this type 1 motor for 8 years now and it won?t grenade
I?ve run berg 42 specials ,CB 48mm fi, and CB fi turbo at 18 psi, dli blower at 8 psi
Now I?m changing to a turbo again,
The motor is a 2110cc berg crank carrillo rods I feel I beat the motor hard I take it on 150 Mile trips to shows rev it to 7500 rpms still no luck getting it to grenade any help would be
Appreciated thanks</B><HR></BLOCKQUOTE>

CptanPanic2 · Post by **CptanPanic2** » Mon Mar 05, 2001 11:04 pm

Jake: Actually as luck would have it, the company that I interviewed with TRW is in redondo beach. So if I take that job, I would be within walking distance to Scat.

paulcooper · Post by **paulcooper** » Fri Mar 09, 2001 4:16 pm

Having read thru these posts, what I am about to write will put the finishing touch to the argument tho I still cant believe it myself.
My friend Russell is still using the same STOCK 71 stroke crank he has used for the past 4 years of Drag racing it is also a daily driver and its power 4 years ago was about 160 bhp. now it is 310 bhp.It was second hand when he fitted it .so I guess it had 60k miles on it already.Russ has put 40k on it and he still won't change it!!
Could you imagine a type one acheiving that kind of

tarnx · Post by **tarnx** » Sun Mar 18, 2001 11:01 pm

Long time ago it was determined about the best street combination for a T1 was 90.5 pistons with I think a 78mm stroke, anyway it came out around 2110cc. It stayed cool the mains wouldn't pound out too bad and it was pretty peppy and would stay together a long time. Even so it had the basic T1 problems then and probably still does now even with improvements in head cooling and crank design. The T4 is a later designed motor with about forty years of experience added in. It comes in a 2L motor which would push around a 4,000 lb bus for a 100,000 miles. Drop it in a bug it would be loafing most of the time. Now you have tons of reliability you could give away a little for increased performance and still get 100,000 miles beween rebuilds. The costs all told are comparable if you take into account the reliablility at the same power levels of a comparable T1. Actually I believe you can have more power with better reliability for less money in the long run with the T4. It takes searching for answers as it is a pretty new concept for us in the US, but it has been done for a while in Europe.