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Chip Birks wrote: ↑Tue Apr 18, 2023 3:28 pm

Wally wrote: ↑Tue Apr 18, 2023 2:50 pm No, there is more he makes that’s not on his site, get over it

Haha, it's just hard to support a guy in his business ventures if he doesn't tell us what he wants to sell us. Unless of course he really doesn't want to have to sell lots of them and would rather news of his products spread to a secret select few.
Hopefully those new cylinders do what you need them to Wally! Always excited to see updates from you.

Yeah, just teasing you guys
I did notice not everything is on his site as well of course. One of those things are the straight HD alu pushrods, only the double tapered ones are there. For my 1200 dyno challenge engine I only needed short straight ones and he made a set of those for me, even though its not on his site #daretoask

For the birals, I saw them at the Wintertreffen in Germany, so I asked and he was busy making a very first batch. I think I heard him saying he used up the last set of alu cooling bodies for my cylinders at that time. AFAIK, no one has driven with these yet, he was very honest about that.
Since they will come in place of existing cylinders (my Deutz') in an already existing engine, they will be used almost immediately and it might just be that my engine will be the very first that runs a set of these. And on boost too! So, its a little nerving what will happen, but I have good hopes. Its a not a proven cylinder yet though is what I am trying to say with all this text and that might be another reason they are not on his site yet. But I am speculating in person just to be clear

Mr Beta Tester! perfect guy for the job.

I emailed Thorsten about getting a set for 101.6mm pistons. Apparently the smallest diameter he can do is 103mm because the blank cylinders are 102 stock. Guess I'll have to keep looking.

Sorry to hear that mate!
Yeah, I did know they are made from 102mm liners and I think the honing of mine was a bit too time consuming, so I can imagine 103mm now being the minimum bore forcthese.

On second thoughts, maybe I just need to change my ideas for the bore. I'll be using a counterweighted 78mm crankshaft that I already have.

Would you see any problems going to 103mm bore for me? That would put me at 2599cc!

78mm keeps a good overlap, so that’s a bonus.
My only gripe with large bores was the thin edge it leaves at the case spigot. But my case will now get bored as much as a regular 103mm cylinder would need: 107+0,20 for ‘wiggle room’. It is what it is. I now appreciate bore roundness more then possible maybe less case stability

I agree! My thoughts are bore roundness is the ultimate for ring seal. The better the seal, the more efficient the engine. If it ain't round, the rings won't seal well at all.

I still have those All Alu liners and a few 100mm deutz liners,
You think he can convert them to Birals.
Should I just ask him that.

Engine is back together with the new liners:


Here you can see the different materials: 2618 alu (JE piston), iron liner, alu cooling sleeve and the alu case (type 4 original baby!)


The only serious difference this season will however be that I saw my chance to finally increase the cilinder-head sealing surface by having the 1.0mm step removed. Reason is the step was a maching operator error: he cut a 103mm inner bore for the step, so the old cylinders (102mm bore) sealed on 1.0mm less wall. It also left a annoying space UNDER the cylinder where combustion pressure could act. Its not much of a space though and fortunately that did not happen or cause a problem, but I didn't feel happy about it.
I noticed there was enough deck to not need the step, (although the deck is now very tight), so I took the decision to have the step machined off.


So, now its perfectly flat again and that 1mm lowered combustion room also meant a rather noticeable increase in compression ratio: it was 1:8,2 and will now be 1:9,0
Thats pretty on the high side for a turbo engine, but the long duration cam had a very low dynamic compression before, so it should be making things better.
I hope it makes tuning not too hard and knock won't be terrible all of a sudden... fingers crossed.

Nice!!

Verstuurd vanaf mijn SM-A528B met Tapatalk

Those are some nice looking parts there Wally! Excited to see how the new Birals work out for you.

Looks good mate am surprised you are not running 6 studs per cylinder, is that not so common on t4 stuff?

I haven’t currently seen a 6-studded type 4 myself for a while, so to me it’s not very common, no. I am sure it gets needed about around or after what the engine made now, but it’s always hard to pin a number on that.

For now I noticed that these billet heads are from a very hard type of alu and are way better then original castings in that respect (resisting warpage).
And after all, it’s not a dragrace engine, so I’ll try to limit mods to ‘bolt-on’s’

Wally wrote: ↑Sun May 07, 2023 4:16 am

And after all, it’s not a dragrace engine, so I’ll try to limit mods to ‘bolt-on’s’

It gets as much abuse in one drive as most "drag race vws" do in a lifetime

The 6 stud thing on t1 based engines is more about cylinder pressure as to when it is needed for me but a real nice head material will help 100% keep it from being an issue for longer.
As you got such a wide sealing surface there now with those liners maybe a Wills ring sealing groove and copper gasket would help in future if needed

cheers Richie

richie,uk wrote: ↑Sun May 07, 2023 4:58 am

Wally wrote: ↑Sun May 07, 2023 4:16 am
And after all, it’s not a dragrace engine, so I’ll try to limit mods to ‘bolt-on’s’

...........

As you got such a wide sealing surface there now with those liners maybe a Wills ring sealing groove and copper gasket would help in future if needed

cheers Richie

Would also help to bring that compression ratio down a bit as well.