How did you get on with the 1200 turbo?

Thanks for asking!
I drove 440km to the dyno in germany, made 174 chp (155 whp) and same distance back without problems :)

Wow! I will be getting in contact with you once I start to tune my 2.8. I am goning to turbo it as i found a good candidate to put it in.

Congrats on the magazine feature!

Wow nice work:) Do you have a dyno chart for it, am very interested to see what it looks like!

Also will it be in for the rest of this season or are you intending on getting the 2.2 back in ASAP??

I did some testing on my local dyno when she made 160 (this graph reads 159,5 chp) with the small turbo on max 1,335 bar boost (see graph).
For the Challenge I threw on a really big turbo and turned the boost up a tiny bit even further and she made the 174 hp that won the Challenge, but the dyno was different there and due to the really BIG turbo, was extremely peaky. On the road, it wasn;t even so bad, but that dyno loaded pretty fast too. It didn't have rpm on the graph either (let alone a boost plot!), so little to see from that one
The 160 hp graph from the early testing was pretty neat for a 1200 I thought though (purple line is boost plot, how cool is that!):
http://i174.photobucket.com/albums/w...8.jpg~original

It was a lot of fun in Tornesch! I think 180 hp (corrected) would have easily been possible if you didn´t have those little hesitations.That litle 1200 sounded pretty pissed off though! Really aggressive on boost! Even 200 may be possible on a more aggressive tune.But since it was a long trip home,no sense in unnecessary risks! It is really astonishing just how much stock 1200 components can take! Remember these are 34hp engines!!

That is absolutely incredible - great work again walter! What remained 'stock' internal wise on the motor out of interest?

AWESOME!! :D

What do you define as stock? Stock 1200 ('40hp') rods, but shotpeened and ARP bolts from a Ford engine as they were the same (searched long time).
Lots or all is basically stock, but most stock parts we tried to make a little better/stronger. Upgraded, but basically stock parts therefore.
I used sort-of the same tactic as with my 2,2 ltr ;)
Likewise the 64mm non-stroker crank, (cast Mahle, but said to be made for oettinger) pistons and original VW twin port (1300) heads.
So, lots of TLC :-)

Good work Wally, thanks for posting the curve!

Wally just mentioned the key...TLC and quality workmanship.I started the 1200 Challenge in 2009 and the turbocharged engines were all pretty similar as the rules dictated a stock bottom end and the 77mm bore.Armin Klein held the crown since then with a 130hp turbo 1200.A more aggressive cam and better tuning brought Wally these results.Personally I believe that Wally´s ability to tune and dial in an engine is gets him these great results,just like with his 2.2 T4.Especially if you compare to how the other competitors´engines run and how they act under a load.There´s no cooincedence or luck involved ;)

Thanks for the flowers Mark ;-)

by stock i mean the same parts as vw would have used even if re-worked. i think its amazing what abuse those parts are taking. you must have put a lot of attention into many if the parts - i dread to imagine the housrs you have put into it! :cool: great work

Anyways, 1200 is out of the car and the type 4 is being worked on to get it reassembled and slightly upgraded.
Long block together again. Always a major point to reach :)

http://i174.photobucket.com/albums/w...7.jpg~original

Yes it is a major point. Good to see it going back together.

Looking good Wally!

whats the slight upgrades? i'm guessing some rods that are not banana shape!

Yeah, that part for sure: a set of slightly used Pauters (taken over from Jake Raby) will take their place.
Also a new cam with a little more lift and duration, lighter clutch/flywheel and the new cooling system.
Maybe a smaller turbo for track (the corner type) events.

Thats about it.

Don't know if you've seen this.
0:51
http://www.youtube.com/watch?v=Mz9OA...eature=related

Yeah, its in my favorites album. It was a damp track that day with a few slides here and there.
Cheers for that mate!

Have cut the (new) fan housing to shorten it as my engine is still extremely short:
http://i174.photobucket.com/albums/w...2.jpg~original

Wally I told you in the past that since you are a pioneer in type4 turbocharged engines you should do it professionally. Nice work by the way.

There´s no money in it really if you consider the time and hassle involved with parts.The only way to go is to make as many parts as you can yourself which requires a whole park of expensive machines and tools.Nowadays that´s the only way you can stay in business and build quality engines.Also 80% of the aircooled community are cheap and are not willing to pay the price for quality custom made parts.An engine like Wally´s would have to sell for about 10-15K at least in order to be able to live off of it owning a business.

Thanks for the complement, but I like it better as a hobby. I also have more joy in the tuning of engines then building them tbh.
EFI tuning engines would be a fun job though ;-)

I have a wild idea to try out next season BTW :-)

Some new ingredients to better chase the Race-taxi at Spa this year :D

http://i174.photobucket.com/albums/w...1.jpg~original

Sweet. Grip is good.

Nice! Toyo R888? How's the engine coming along?

i had good fun trying to chase the race taxi round lydden hill a few weeks ago.

Surely you will be faster than the race taxi Wally?!

I doubt that very much. He's ace at taking corners. I have much less confidence. Hopefully the new tire will help some with confidence ;)

Engine long block is sort of ready Mark, shroud is 'fixed' again :lmao:
http://i174.photobucket.com/albums/w...3.jpg~original

Flywheel and clutch are finally ready too, so hopefully hang the block in the car this WE :)
http://i174.photobucket.com/albums/w...1.jpg~original

I love that clutch! Do you have a hydraulic throw-out bearing? Looks like you´ll be back on the road soon! It will be interessting to see how all these new mods will perform!

Walter, why the change in shrouds? I thought you liked the horizontal setup better. Was there a difference in CFM of the two?

I would say the fan belt is one reason...

Yes, I like the horizontal set-up A LOT! However, at very high RPM, it doesn't always stay on when the ecu activates the Rev-cut or fuel-cut.
It has shown to be good for 7700 RPM easy, but not combined with sudden soft- or hard-cuts in the ignition.

Air distribution is naturally very good with the horizontal set-up, but with the arrival of this centrally positioned cooling system from MSS with his shroud, I think there is a better chance cooling will be close to evenly spread with this one as well.

CFM (total air moved) is dependant on a lot of other things. Pulley size has a huge part there and the Riechert pulley is much larger (172mm?) then the vertical set-ups (most are 145mm as is this one, also to clear the DS pump), so you know which one will move more air...

Also the fans are different. 12 blade fans displace less air then the older 11-blades, so thats different as well.
Your question about CU.ft/min sort of suggests that more CFM cools better, which is still questionable. Lots of variables.

So, ...my track use with very high rpm with lots of iginition cuts more or less lead me to a vertical set-up again, but I think only by actually using the system and seeing what it does or doen not do on a certain engine, can give an idea of how well something works.

I think thats the best bit of advice i have seen on any forum.
looking good.

X Two for that, ive come across cases where the motor was overcooled and needed the smaller pulleys to bring it back into 'the zone', and it picked up A LOT of power.

I knew if I wrote enough, there must be something that makes sense now and then :lmao:
Cheers guys ;)

Anyways, I finally remembered a little thing that was almost forgotten: maching the flywheel for the central pinion bearing...:o
Got that done today, so finally the flywheel and clutch are on the engine.

http://i174.photobucket.com/albums/w...9.jpg~original

Also bought a set of new CV's for the outer sides only as these Lobro/GKN ones are quality but 4x as expensive as chinese Empi ones (assuming those are the cheap ones).
Hopefully I can finally put the engine in later this week and finish the install over the weekend.

Are you using regular 930, or the big boy 934/935?

The time I bought Lobro 930s they were $55 per joint. That was a few years ago...

Steve

Hmm, interesting as I didn't even know there were two types of 930 CV's?
All I know are the 108mm outside diameter "930" Porsche CV's, which is the size some/most 915 transmissions already have and is also standard size for all G50's.

However...I have converted to Richards/Steve's idea and fitted the 100mm flanges from the front 964 diffs and still used my beloved T2/T25 100mm VW CV's and axles.
So, these Lobro's were over 110 euro's each, even with my discount at the parts store...
Thats why I only bought two, not four :lmao:
Just swapping out the outers now before engine goes in, so much more easy.

http://www.duneguide.com/images/CV101-4.jpg

934 CV on left - 930 CV on right. 930 are big compare to T2. 934 are HUGE.

http://www.duneguide.com/sand_dune_tech_cv101.htm

Pity it doesn;t show dimensions of the CV outer diameters, but the read on assembling was good. I learned something new anyways, thanks!