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so what kind of # are we looking at hear . so we got T4 style case with T1 heads so we get the best of bolth worlds !

can you use T4 p&c i have some 96's slip in with 24mm wrist pins.

Hello again,

Since the same cam and heads are used, the potential H.P. is about the same as a hotrod Type I.

The Type IV style lifters have their limits as far as steep ramp angles on the cams.

That is why I adapt the lifter bores to Type I, (lighter lifters too).

I'm working on developing a full roller cam and valvetrain, this should free up some H.P. lost to friction, ect...

And allow for some pretty radical grinds for those needing more top-end.

The other thing I'm working on is a deal with C.B. Performance to Purchase un-finished heads (street eliminators, comp eliminators)

They said they could sell me these heads W/ no stud holes, I have to buy a bunch at a time $$$

This would possibly allow for stud locations to be left factory, and run some huge Piston & Cylinders.

Then it would be time to start making Nicaseal Cylinders for this application, so they would handle the thermal load.

I'll keep everyone posted if there's any up-dates, - Joe

I don't think any Type IV stuff can be used.

The Factory Wasser rods are Type I journal on the big end, Type IV on the wrist-pin.

The Type IV barrels are too short and have the wrong stud holes.

The whole Idea here is to get away from really expensive Type IV parts.

These motors aren't cheap to set up initially, but once the $$$ work is done you get quite a motor.

- Joe

so what kind of hp can you get? i want to build a vw powered dragster with a bus auto trans. i was going to use a t4 with a 4-71 blower but if i can use a T5 for less $ i will go that way . plus T1 heads flow better and are cheeper

The cranks use all T-IV bearings, right?

What is the maximum stroke that will drop in?

What is the maximum stroke that the case will safely take with clearancing?

Exactly!

I'm not shure how much H.P. the Turbo / Blower guys claim to make.

marty Staggs would be the guy to ask, one of the more succesful racers on the STF.

I think 200-250 +? would be reasonable if done corectly.

I guess I'm going to have to develope a means to install 10mm headstuds.

- Joe

The mains on the 1.9 are all Type I, the thrust is Type IV (1mm narrower thrust).

The 2.1 has bearings comparable to a Chevy (thin shells W/ tangs like a Rod.

The 2.1's have a three piece thrust arrangement.

I preffer the 1.9 style.

The 2.1 cases are factory clearanced for the 76 stroke.

The 1.9's can run this stroke with a small amount of clearancing.

All other strokes require Type I style clearancing. up to 90mm?

- Joe

The rods are Type I

[This message has been edited by joe of centorg (edited 01-17-2003).]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by vw505:
so what kind of # are we looking at hear<HR></BLOCKQUOTE>

I’m making around 300hp NA with a 2.8L waterboxer cased engine and have made around 450hp with a little bit of nitrous. I haven’t dynoed my engine, but the times that it has run with the weight of the car would suggest that I am in this range.

For the best bang for your buck, in a race car, leave the head stud pattern alone and run a 4” bore with heads that will accept this bore. We run the Autocraft 910 heads, as they seem to make the best hp. Until someone makes a head that will cool properly and accept a 4” bore you would have to do as joe of centorg does, and offset the head studs, for a street car.

All of the mods for this engine were performed at Rocky Jennings Enterprises. http://www.rockyjennings.com




------------------
Jeff Rogers
www.badbug.com

I do 0-60mph in about 6.1sec in my Hebster, 760kg(Hebster)+100kg(me) measured by my G-Tech computer wich is pretty accurate. I guess that sombody can calculate that into some kind of horsepower

The engine is my 2.1 oxyboxer: http://www.gearheads.dk/oxyboxer.htm

-With these heads: http://www.gearheads.dk/portingside/