The Project Pad

I am ignorant on the current topic however I will add:

I know you have probably covered this in you massive mg thread, but why is a dry sump oil system needed for a high revver? I always thought that those systems were for road racing and vehicles that will encounter alot of lateral g's.

Yeah, that's pretty much it. Bottom line is that the stock oil pump will grenade after repeated use at about 8500 RPM according to general community experience. Now, just because this is a revver project doesn't mean it won't be de-tuned/de-turbo'd for some road-racing action at some point!

Oh also, we've pretty much concluded that pinning the crank is the logical progression here and now we (Marc) can move on to making an adapter for mounting ATI damper via the stock vibration damper interface. If I were doing this at my own facility with access to more time and CNC machines, I'd make a whole new crank/damper/timing cog/ds cog interface.

Two other concerns to address:

-My comfort with running the stock-width timing belt... anyone have input here or suggestions/experience with heavier duty belts?
-It might be smart to think of converting the cam chain drive to gear drive (there is apparently a kit for this in development or already available somewhere)... OR we can just go with Koenigsegg valve actuation

loxxrider wrote:Yeah, that's pretty much it. Bottom line is that the stock oil pump will grenade after repeated use at about 8500 RPM according to general community experience. Now, just because this is a revver project doesn't mean it won't be de-tuned/de-turbo'd for some road-racing action at some point!

Oh also, we've pretty much concluded that pinning the crank is the logical progression here and now we (Marc) can move on to making an adapter for mounting ATI damper via the stock vibration damper interface. If I were doing this at my own facility with access to more time and CNC machines, I'd make a whole new crank/damper/timing cog/ds cog interface.

Two other concerns to address:

-My comfort with running the stock-width timing belt... anyone have input here or suggestions/experience with heavier duty belts?
-It might be smart to think of converting the cam chain drive to gear drive (there is apparently a kit for this in development or already available somewhere)... OR we can just go with Koenigsegg valve actuation

Gears would be epic.... I have always heard good things about kevlar belts.

To clarify, I am just talking about the chain that joins the two cams together, not a gear drive for the head/crank connection.

wider ABF tall deck belt

its for aba 236mm block and 9a head, basically a 4cyl, version of what youre building

151 teeth x 25mm

http://www.tdnparts.com/timing-belt-contitech-abf-16v-aba-16v-conversions/

The problem with that is that I think wider cog and wp pulley are needed for use with a wider belt like that.

loxxrider wrote:The problem with that is that I think wider cog and wp pulley are needed for use with a wider belt like that.

most of the adj. 20vt gears are repurposed 16v units, and one of the guys on s2 forum makes and uses a hardneed 16v belt cog on his 20vT i5 stroker

Yeah my cam gear is definitely able to accommodate the wider belt, just not the wp and crank cog. It might be something to look into but I'm not sure if the current ds setup will allow for a wider cog.

waterpump gear should press off afaik

hmm do they have setups/bracketry for 16v dry sump?

Sure, I know the Drake 16v's came with them.

Still trying to figure out a solution for the damper, but I think we are getting closer. I wish I had more updates, but everything is kind of at a halt right now. A head is supposed to be getting shipped off to Jeff G. for the headwork though... I am excite!!

On another note, I am trying to make it to Carlisle! I'm about 70% sure I will be there. Hope to see everyone there!

Nice!

What about the ATI SuperDamper from FRP/Jeff?

Good. Be there or be square. I have no good advice lol

EDIGREG wrote:Nice!

What about the ATI SuperDamper from FRP/Jeff?

That is sort of the idea. Either we'll do a hybrid of what I have now and what he has or just ditch the current setup altogether. In that case, all of the parts will be for sale. They make for an awesome setup on a car producing less than 800 or so wheel and 10k RPM coupled with the stock crank setup. I'm just not comfortable running the stock crank setup (even pinned) at higher levels than that.

Per your request... It's low....



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I spy an intake manifold in the front seat? LOL

So the question is, how many threads are left and thus how much suspension travel there is at that ride height. I used to drive it at that height before without bottoming out too much. Hopefully it has 1.5" of improvement in travel now.

Custom intake manifold flange steering wheel

Love the Audi rings! When'd you add those?

I added those last summer right before I shipped it off. I messed up while putting them on, so they'll have to be re-applied, but it was good for a trial period... and I'll definitely be keeping them.

Jeff G. has the head for this car now. He said he will be posting pics along every step of the way. Porting and flowing, cams, shiny bits... it is going to get a little more exciting in here soon

We so excited.

amd is the best wrote:We so excited.

He speaks for all of us.

Need moar update!