Thanks guys,

I'll be checking in frequently now.

I'm thinking about doing the Type 5/ Wasserboxer Forum, Banner ads, and all.

I tried to get interest generated on the STF, it looks like these folks are a little more open minded...

If there is enough interest, I'll probably go for it.

Thanks again for your support.

- Joe

I am interested, of course.

I think most people have never heard of a T5 as an option. In reality I see it as cheaper than a big T1 or T4. A little machining and then use mostly all T1 stuff.

Go for it! :)

Thanks for getting me in trouble again Pillow! Now I'm seeing the T5 as ANOTHER engine option!

All this is very interesting for sure.

Exactly what vehicles and years had this engine? If it's the watercooled vanagons, I think I can score an engine right off the bat for nothing!

Glad to see you here Type2guy ;)

The years for the Vanagon WBX I think are from '84-'92ish. Any of the motors will work for the case. But some differences exist.

The 1.9 (84-85?) is prefered for the case because the #1 main is like a T4 bearing. The later 2.1 uses a weird three piece bearing that really needs sourced from Europe, and the set costs like $100 for just the bearing set.

Also the 1.9 uses a 69mm crank and the 2.1 a 76.4mm.

It looks like I am going to pick up a 1.9 short block for free as well. But this will be the basis for a large motor for a Beetle. Figure that I will have the 1.9 crank welded up by DMS to like a 82 or 84 and then put in some monster P&Cs. Hopefully with Chevy pistons (cheap) and super custom cylinders. Actually birals if I can pull it off, but home made.... Lots of questions here and very tenative, so if it does not work out no one can hold me to it :) Then custom drilled badboy heads for the WBX pattern (Joe is working on this part)... I have not even guessed how big it will be, and I am almost afraid how much HP it would produce... But fun!

... I better get bigger rear wheels and wide fiberglass fenders! And a roll cage.

Please look at this thread on the shoptalkforums regarding questions and ideas about the Oxyboxer..
http://shoptalkforums.com/bbs/NonCGI...ML/001001.html
Ther is even info on how much it is possible for dms to stroke the 2.1 crankshaft..

I have a oxyboxerconverted case with all needed wbx hardware for sale, if anybody is interested..

http://www.gearheads.dk/boxyb00.jpg
http://www.gearheads.dk/boxyb01.jpg
http://www.gearheads.dk/boxyb02.jpg
http://www.gearheads.dk/boxyb03.jpg

Things went well cutting the water jacket off one side of the case. Pretty straight forward and took tops two hours. I will do the other side later when I get a chance.

Like a dummy I cut a gash in my right hand on a sharp frag of aluminum. Ouch! So that will slow me down for at least a week. I hate that!

I have some pictures if anyone wants to post them somewhere?

So far so good.

The crank and case are perfect no allign bore or polishing is needed at all!

Here is a USA person who claims to have the needed WBX bearings, and does custom stuff if you need a T1 crank in a WBX case.

>email rjebay@hscis.net Thanks Rocky<

He can do most anything to get a crank in a WBX check it out.

of your hand or the case? :D

Just the case... I kept the blood away from the camera :)

I had never heard of T5, very interesting. It seems to be a good alternative to T4. How much heavier is a T5 (converted to aircooled) than a T1?

Tim

new pics above..!

Morten, did you get my e-mail ???

I know this is most likely not possible for you guys in the US. but in Sweden there was a couple of guys working with the stock 2,1 WBX, still watercooled.
They intalled another Solid cam, did some head work and modified the stock F.I. - They got a tad over 140 hp and some serius torque. This was with 10-1 CR (MJ) engine.

But the stock engine pays reasonably good for 1 - 1,25 ratio rockers. (Also the 1,9) Bottom end is normally the same. Extra power starts to come in about 2800 - 3000 rpm. Expect about + 5% and better upper end torque compared to stock.

Hey Tim,

As for weight, 15-20 pounds. Basically the only weight difference is between the AL case versus magnesium. I would think the new T1 AL case weighs about the same as a Oxy-boxer case.

Still really in a bind for the relocated head stud issue... Any thoughts?

What I would like to know is weither or not the T5 crank will fit in a T4 engine? It would be a cheap stroker crank. Also if the 76mm crank uses a weird bering could it be modified to use a stock T4 bering in that location? Did the T5 come with a manual transmission? Might be a good trans if you are running a T4. Or maybe the pressure plate and flywheel are a drop in? My VW guru says the engines die at 66,000 miles. He was very specific about it apparently he does alot of warranty work. Anyway it makes the buses quite cheap. The original heads had the same problem as the T4 in a bus heads. They overheat. In the T5 the heads crack while in the T4 they drop valve seats. The heads have great looking ports a straight shot in. The valves are hugh and the chamber looks like a modified hemi chamber. The pistons however look like a set of diesel pistons with a large squish area and a deep hollow, probably to decrease compression. Overall it kinda looks like everything VW should have done to the T1 and didn't. Quite impressive.