Verstehen Sie Deutsch? 386 hp type 4

[Wally]

http://cgi.ebay.de/ws/eBayISAPI.dll?...527498501&rd=1
When the 901 trans gave up when accelerating from 240 km/h, he obviously was tired with it
I wonder how he held the 103mm bore sealed of with that kind of turbo pressure

Enjoy,
Walter

[samcat]

For those who dont speak german use babelfish:

http://babelfish.altavista.com
Paste the address (http://cgi.ebay.de/ws/eBayISAPI.dll?...527498501&rd=1) into the Translate a Web page box, select german -> english and click translate.

Sam C

[Sandeep]

FINALLY !!!

There are some pics of that bug in the galleries ... I was wondering how he placed that turbo

Sandeep

[Typ Vier]

Hi Gents,
This is my mate Martins Beetle and the engine in this beast used to be my old 2.0 l T4. Anyway the power this engine delivers is something that can not be explained. When I went back to Germany to visit family and friends, we went on a tour on the Autobahn A3 towards cologne. The acceleration from 200 to 250 km/h is better than anything we came across (including 993 Turbo`s or Audi RS6). I was sweating the whole time as it nearly uses 2 lanes at 250. Top speed is around 270 but the engine revs too high at that speed. Still a lot of fun when you get on the Autobahn on ramp and leave surprised Merc and BMW drivers behind.
This is the second stage of this turbo engine as the first one had problems with leaking cylinder heads, the compression was too high (8:1),the oil galleries too small, the dry sump system not sufficient and the camshaft was a 324 schleicher . It blew a lot of the good stuff out into the exhaust and that explains the picture with the flame . He started to work for the well known company AMG, building racing engines for the DTM and the GT Mercedes and used the knowledge he gained to better his engine.
Heads are 2.0l Vanagon welded intake and exhaust ports, 50 * 40 nimonic valves, compression 7 : 1, 6 studded, bigger oil galleries, oil pump with 50 mm gears on the pressure side, special oil pressue limiting valve and a T belt driven dry sump pump from the Deutsche Tourenwagen Meisterschaft ( DTM ) C class Mercedes. Counterweighted crank, lightened and polished rods from Ahnendorp ( original 2.0l ), Type 1 lifters also from Ahnendorp with sleeved lifter bores and shuffle pinned case. Special head studs and modified cylinders to ensure proper sealing. Pistons and cylinders are mahle 103mm units and can also be sourced through Ahnendorp. The engine has seen many high speed chases and always stayed cool. Recent engine check showed that all internals were like new, it got reassembled and destroyed the transmission. Reason for selling is, he`s got a buisness now and just doesn`t have the time or the nerves to work on it and not that he got tired of it !?

Later

[Wally]

Cool, excellent info!
Just seeing how many fabricated parts that engine has, I could imagine that at some point, one may get tired of constantly having to adapt and improve your design and work on the engine and/or trans.
Glad I was wrong
Your post is very inspiring to most of us, as 103's scare a lot of type 4 enthousiasts and to turbo it is almost unimaginable to most. Its a pity in that respect that we don't hear from Russ Fellows his friend here anymore.

Could you give us some info on how he modified the cylinders themselves for better sealing?
Oh, and how he increased the diameter of the internal oil pasages? That must be very complicated
And: does he use the 4 into 1 42mm header from Bernd ?
How is the oil returned from under the turbo to the case?

BTW I still love the look and the way that Riechert cooling system works. Jake never tested it, but I am sure it gives very even cooling, just because of the design. The extra power loss of the angled fan belt is surely no issue for this engine

Thanks,
Walter

[Typ Vier]

Hi Walter,
Yes, he used the 42 mm header in stainless from Bernd. And no, this is not a Riechert setup in the picture. I built this fan setup 1989 because I wanted to fit a G60 charger to my 2 L and the only way to accomodate it in the engine bay was to relocate the fan. The steel plate in the front is 5 mm thick and bolts up to the four 8 mm threads in the block. The small pulleys on top are of a Peugeot 305 engine which has the alternator relocated from factory.
All that needed to be done next was making a bracket for the alternator to the block and making the moulds for the shroud. This is exactly what I`m working on at the moment, only with aluminium shrouds for better heat transfer. Fibreglass and carbon seem to keep the engine a tad warmer
The mods to the oil galleries included getting rid of the original plugs and then
drilling them (galleries) out on a CNC machine @ AMG ( the same machine that machined my caliper brackets). He wanted the most possible oil supply
( volume) and even though they are bigger inside the pressure is higher too through the big geared pump and special oil pressure control valve. As for the turbo oil return, it used to get sucked out through an electric pump but got included in the dry sump system now due to that electric pump failing (temp).
The mahle 103 mm piston and cylinder set is top notch as you probably know and a lot of guys drive them for years and years without problems. One of my friends rebuilt his engine after 7 years and all that was needed was a set of bearings and a gasket set, and yes he drives it regularly and hard.
The 6 stud setup is from PTP and the cylinders have had 2 small sharp lips machined into the top, looks almost like 2 small hair. Hope I didn`t bore you to death

Later