Mythbuster: continuing project thread of my 1303 '75
I thought it was best to keep a sort of project thread/blog-like posting of the updates on my german-style 1303 from model year '75.
It all started in 1991, when I wanted an original '75 model 1303, registered for the first time in my country, the Netherlands. Not many have been delivered from that model year over here: only 32 ! Upon arrival: http://i174.photobucket.com/albums/w...1.jpg~original I'll save you all 'the bad' pics, but it was very, very rotten. Largeluy due to the original sun-roof: http://i174.photobucket.com/albums/w...6.jpg~original Drill-out all bad parts : http://i174.photobucket.com/albums/w...4.jpg~original http://i174.photobucket.com/albums/w...5.jpg~original and replace with new. Also added some sill and chassis strength: http://i174.photobucket.com/albums/w...4.jpg~original http://i174.photobucket.com/albums/w...2.jpg~original http://i174.photobucket.com/albums/w...8.jpg~original |
I would like to do a 75 1303 someday. I have always liked the idea of a sunroof, sedan with r/p steering. Looks like you have carved that one down to the bone.
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Cool history Wally. :)
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I had a browse of your photobucket folder the other week when I was getting withdrawal symptoms, was a serious resto you did there!
Rich |
It has been a 9 year restoration process before she was taxed and inspected again...
Of course I also made the 944-Cup suspension under there in that period and had to figure it out all by myself as when (1994) I did the entire suspension mod, nobody I knew of had done that (alu trailing arms and Cup-spindles) before. http://i174.photobucket.com/albums/w...6.jpg~original 'After' pics: http://i174.photobucket.com/albums/w...2.jpg~original http://i174.photobucket.com/albums/w...4.jpg~original Also moving house, which also meant moving the car from the farmers barn to the garage I first had to build myself behind the 'new' house back then (1998): http://i174.photobucket.com/albums/w...5.jpg~original Finally, first time out, painted and on its own wheels (early 2000): http://i174.photobucket.com/albums/w...7.jpg~original Gotta love the scanner :) |
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So, first were the 16" rims from a 993 '94 model, then came the 17" BBS rims: http://i174.photobucket.com/albums/w...l.jpg~original and of course the current 18" : http://i174.photobucket.com/albums/w...8.jpg~original |
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Wow, great progress pics. I don't think I could have finished restoring a pan and shell in such bad condition. I can barely finish the one I have in good condition :lmao:
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Hey, the Stig has arrived :D
yeah, I agree, you'd have to be pretty motivated to work in a half-open shed and get there after work and keep going till late at night, then peddle back home...:rolleyes: Anyways, the reason its called 'Mythbuster' is because all the myths about parts that would not work have been busted so many times, I lost count. Then of course the familiar 'type 4's can't dragrace'; the '915 transmission are not suited for fast shifting', let alone be used in dragracing; the 1303's (supers) cannot dragrace and 'you cannot turbo a type 4' myths.. :D All busted. The next one is of a well respected GL builder and type 4 specialist in germany that said you can't run high compression ratios with the Oettinger alu cylinder. Busted. Putting a turbo on them would be witchcraft, but is exactly what I am doing. Worse: its a 103 bore with stock, non-welded heads. Some say...they will leak n/a, let alone with boost, if the cylinder wall doesn't collapse first. Those two are going to be busted pretty soon too I hope ;) Speaking of which: The turbo engine is almost ready. It already ran, but I didn't seal one of the plugs behind the flywheel, so I have some work ahead of me. http://i174.photobucket.com/albums/w...0.jpg~original http://i174.photobucket.com/albums/w...1.jpg~original http://i174.photobucket.com/albums/w...8.jpg~original I hope I can post a clip of it running leak-free soon! |
That 911 fan will never work........
:lmao::lmao::lmao:;) |
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Also: it will rob a lot of power. Dyno showed otherwise... Also: the horizontal fan will throw its belt... never happend ;) |
Awesome pics Walter .... especially the ones dealing with your restoration. Just the motivation I need to continue with my rustoration :D
Looking forward to your video of the running motor and some dyno sheets :eek: Sandeep |
Thanks Sandeep!
I did deliberately put those horror pics up just for those how still have to do all the hard work and show you that my bug was once a 'basket case' too ;) Especially for you I made a small vid of the first (well, second) start of the 2,2 turbo engine, partly finished. Its nothing special and one of many on yourtube of "I started my engine for the first time, hurrey" :lmao: But you asked for it :D http://www.youtube.com/watch?v=EANvmzSAqLc To run her in, I did something 'terrible' and drove straight to the track day that was today :rolleyes: It really was the first time the car stood on its own wheels for almost 3/4 of a year and the first time I could try-out the new gearbox (G50). Let me tell you, the G50 shifts beautifully! Very light and easy. Bit long, but its a factory shifter after all. Engine still had an oil leak behind the flywheel, although last night it seemed leak-free...probably therefore the clutch slipped some when the turbo cam in a bit sudden, but on the track today we (Marius has the blue oval with a tuned type 4 2.0 n/a engine) surprised many cars with our little bugs. http://i174.photobucket.com/albums/w...6.jpg~original http://i174.photobucket.com/albums/w...3.jpg~original http://i174.photobucket.com/albums/w...4.jpg~original |
Great thread. I always loved your cars. Nice to get an education along with it, too! ... plus I finally get to see the pics (work computer rejects sites like photobucket). Thanks!
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The engine sounds mean ! How does the drive compare to the old 2.0 with the 915 ? With the bigger displacement, you should have more torque to turn the gears for the G50 (but you knew that already ) :p
Datalogs from the S60 ? :D How about some track video ?!?! I should really be working on my car instead of spending time on the computer .... Sandeep |
I love your car...
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Thanks Oasis, Kulein ;)
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Unfortunately then the clutch slips from the oil leak behind the flywheel, so the engine must come out again. Very frustrating... The cam is therefore difficult to judge by now, but large LCīs may give less cylinder pressure and I am not sure if that is good yet. Like I noticed on STF, webcam has decreaed the LCīs of the Web 119... maybe they or their customers didnīt like the negatives over the advantages of running large LCīs... Thinking out loud, maybe large LCīs are better for engines that run high CR on turbo engines... But maybe weīre going too deep here ;) The CHTīs were very good btw. Nr. 3 showed just a tad over 350F when it was full boost hauling down the straight at the track. Oil didnīt even get over 85 degrees Celcius after half an hour full racing (I didnīt really spare the motor...). Quote:
Datalogs were boring again (IAT 21 degrees Celcius at a 15 degree day..) and I still havnīt been able to save a log while at the track. Since data is gathered continiously and I drove 2 hours back fron the track, previous data is autonmatically deleted. There is a on-off switch to be made, but I still havnīt gotton to that. Long story short, nothing to show you ...:o You īll have to take my word for it ;) |
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This is what a track day does if your having fun...
http://i174.photobucket.com/albums/w...2.jpg~original (the curved exhaust exit is because of noise restrictions...) |
You won't believe this...
I have a slight clutch slipping problem if the turbo came in hard (and it was only 7 psi) on the track last friday. Pulled the engine (again...) and found a dry bell housing behind the flywheel. :confused: So I looked at the clutch disk more closely: http://i174.photobucket.com/albums/w...2.jpg~original Indeed: the springs hit the flywheel and caused some part/not-engaging on one side... I probably got punished for using a VW disk with a G50 center which also gives the G50 springs (?) (although Kennedy should have known this too I suppose)....who else is crazy enough to try this huh? Problem probably easily solved by turning down the inner part of the flywheel a bit to clear the height |
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(Or anything else that requires a complete engine teardown) |
My thoughts exactly!
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:eek: Still can't believe it looked like this:
http://i174.photobucket.com/albums/w...4.jpg~original Good work Wally! |
I can, cause mines been replaced from the windshield forward by PO, and both sections right below the "antenna" area are already getting rust wholes again, so I'm RIGHT ABOUT where wally was in that pic, except I haven't gotten mine apart yet...
Guess I should learn to weld and get a welder, seems worth it, I had pondered getting another body... |
Finally, the engine and tranny are holding their fluids where they belong. After all was tried, the O-ring seal from the tranny needed to be replaced and one of the rear bellhousing plugs on the engine wasn't sealing...
But its all good now and boy, it is fun to drive again with the boost turned up a bit more :D It was only 7 psi at the track day and now with new oil, heads retorqued, valves adjusted and rings that have very probably seated (engine doesn't smoke at all), I tuned the PWM valve to give about 10-11 psi. I am sure this engine will run over 6K and still make more power, at least that how it feels like. It sure is scary though to feel/hear/see the boost come on when you're running a new engine. Today was a bank holiday over here and tomorrow everybody took the day off, so me too. Got some more test 'n tune to carry out :driving: |
Today I tried to get a bit above 10 psi, but the clutch is saying: "enough is enough, I am not transmitting more torque..." :(
Slipping at anything above 0,8 bar and you can smell it as well. I will probably need to phone Kennedy on monday... |
Let's face it, that's far from the worst problem you could have! :D
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True, but I really was hoping to have the engine INSIDE the bug a bit longer this time...;)
A friend suggested a dual organic disk and floater plate set-up. Hope KEP makes that for my weird combo. |
saludos desde Paraguay!!
se nota que se trabajo de cero!! tiene un hermoso motor tipo4!!! excelente!!
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Gracias! |
saludos desde Paraguay!!
One notices that you have donates to good work, doing these of zero!!!
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Made a vacuum/boost box for all the pressure lines to connect to instead of all the 'T'- connections in the lines I had up untll now.
I hope it gives a better boost signal this way, which is important for the MAP sensor, fuel pressure regulator and also for the BOV. http://i174.photobucket.com/albums/w...3.jpg~original In the meantime, I have a 6-puck spring centered on the way from KEP (dual disk is a bit too much $$ for me at this moment) and the flywheel and pressure plate have been machined flat again. To get the diafragma fingers 'straight' (general consensus being that that is when the most torque can be transmitted), we had to machine the outer edge of the flywheel (where the pressure plate resides onto) some 1.5mm deeper than stock. The ratio of machining depth to fingers moving is approx. 1,5 to 1. So, 1.0 mm machining gave about 1.5mm finger movement with this pressure plate. Never thought it needed to be that much. I hope it works out as I have anticipated. The 6-puck is equally thick as the organic one KEP said (8.0mm), so I hope it gets here on time so I can use it next saturday on our first local drag race meet of this year. |
Hi Wally
Looking good. A few people I know ran boost boxes and things didn't work as well as would be expected, the extra volume slowed reaction to everything connected to it. Where do you take your signal for your wastegate from? Been told by serious turbo tuners to take it after the throttle plate, that way it reacts to actual motor pressure not the pressure in the between the turbo & throttle plate. |
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I would be happy to redirect, but its the first time I learn of this. Thanks Steve, Walter |
Wally, ever try a solid center clutch disk?
Pete |
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While waiting for the disk to arrive, I cut some polycarbonate ('lexan') sheets for the side windows.
I thought they were lighter than the 1,5kg I saved per side window (2,45 to 0,95kg), but its weight up high, so it will benefit more in the corners I suppose. http://i174.photobucket.com/albums/w...2.jpg~original |
As the 6-puck has not arrived yet and I need to run on sunday, I have reinstalled the old organic disk. Flywheel has been resurfaced and machined down so the pressure plate now has some more pre-load. Fingers are now perfectly horizontal. This should give some better holding power by itself and it did :D
Boost has again been tuned to 14.5 psi and oh boy what a rush once 3000 rpm gets passed :eek: :D From the datalog I could see that at about 2850 rpm there is 0.5 bar or 7 psi boost and at 3500 rpm the full 14.5 psi is reached. The engine easily runs up towards 7000 rpm, but I want to stay before that for a little bit longer as I am not sure where max hp will be. Coming saturday there is a local mobile rolling road dyno (more or less just across the street for me) so I will try to enter the car there. I only ran the full boost in 2nd and 3rd as to not risk a premature clutch burn-out but that went well. So fingers crossed for saturday when the dyno run will be done in 4th. Very curieus what it will get, providing the clutch holds :rolleyes:. |
PLEASE TAKE VIDEO....:D
Chris. |
I'm going to guess ~340ish HP at the F/W, ~290ish HP at the wheels :eek:
My 6 puk solid centre with Kennedy STG2 PP is rated to hold 341 ftlbs of torque. I'm not sure if Wally's clutch is up to the task though .... :D Good Luck !! Sandeep |
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