Something Evil Part II, Starting Over Options

[Mblizzard]

Well I have been delayed with life and too many things going on. But after purchasing a lot of parts, it is time to start the process.

Up front big thanks to Charles and Nicole at the Type 4 Store for putting up with so many questions. Thanks to Len Hoffman for waiting on me for so long on the heads. Also to Jake Raby for his Type 4 build CD and while not giving build advice but pointing me in the right direction on a number of issues. I am afraid to look at all of the other vendor receipts as I might start to add it all up $$$$ but I will compile a list of all the vendors and add photos.



So the basics. Going for a 2.6 L FI with Microsquirt. Looking to hit 9.5:1 compression.

102 mm Nickies with Custom 102mm Dished JE Pistons for 78mm stroke and 22mm pins.

78 mm crank - New this time!

H-beam Rods 5.325 with Type 1 Rod Journals

LE-200 heads - Valve sizes: 44mm x 38mm by Manley, intake ports flow 200CFM @ .500” valve lift, and ceramic coated. 911 swivel foot valve adjusters

SPEC Clutch Kit - Stage 1 Lightened flywheel

Type 4 Store Cam Part# 9500 with Parkerized Lifters and Modified Cam Gear,
chromoly pushrods
Intake
Valve Lift: .500
Duration: 284
Duration@ .050": 250

Exhaust
Valve Lift: .500
Duration: 300
Duration@ .050": 270

Mahle bearings throughout

315cc/min Fuel Injector: Bosch 0280150945

48 mm CB Performance intakes. Dual throttle bodies with CSP linkage

Modified 30mm Oil Pump

Racewear Case thru-Stud Kit and Head Stud Kit

Tangerine Racing Remote Oil Cooler Kit

Planning on Tangerine Racing 1 1/2" Street System: - High Temp coated header with EVO II Silencer

Case and all the parts are going to shop Friday for opening up to fit the 102s and balancing of all parts.

Goal is to be done by Okteenerfest!

May have potential to be evil?

Thoughts suggestions?

[thelogo]

Not trying to drudge up old memories but im trying to learn from your experiences


Can you talk about what road you went this time vs your last type 4 .

You dont have to tell me your goals with these motors
I can tell its to haul ass and i appreciate you staying
Loyal to the /4 cause im sure this one cost
/6 comversion money . amd that /6 has been hard to resist

[Chi-town]

You forgot what you're controlling this with, stock FI?

[Mblizzard]

You forgot what you're controlling this with, stock FI?

Was not really clear but going for a 2.6 L FI with Microsquirt for fuel injection control.

[VaccaRabite]

What happened with your 2056?

Zach

[Mblizzard]

Not trying to drudge up old memories but im trying to learn from your experiences


Can you talk about what road you went this time vs your last type 4 .

You dont have to tell me your goals with these motors
I can tell its to haul ass and i appreciate you staying
Loyal to the /4 cause im sure this one cost
/6 comversion money . amd that /6 has been hard to resist

I am a fan of the 4. I know I have spent more money on this than a 6 conversion but the 4 is what I love.

Overall, I have always felt there was more in the 4 than most gave it credit for. The advance in technology regarding FI and engine components (Nickies and Lens heads) has made it possible to get that performance without building an engine that is a bomb waiting to explode.

I broke a 78mm crank on my last engine. It was a 2.3 with 98mm brial cylinders and Mahle pistons with a great set of big valve heads which were ported. On a very poor tune this put 115hp to the wheels. It was really fun to drive and there was still more there. I still have the components if anyone wants to go big 4 for a lower cost.

So this is just the next level. This will be my last one to build so I am going all out.
I think the last build was a great compromise between spending the 6 money and building a reasonably high HP 4. The build is what compromised the crank. Hard to survive when a bearing is installed incorrectly! Bad things happen!





So same basic road with higher quality parts and a much more matched set of components.

[Mblizzard]

What happened with your 2056?

Zach

Sent to Germany!

[JOEPROPER]

Not trying to drudge up old memories but im trying to learn from your experiences


Can you talk about what road you went this time vs your last type 4 .

You dont have to tell me your goals with these motors
I can tell its to haul ass and i appreciate you staying
Loyal to the /4 cause im sure this one cost
/6 comversion money . amd that /6 has been hard to resist

I am a fan of the 4. I know I have spent more money on this than a 6 conversion but the 4 is what I love.

Overall, I have always felt there was more in the 4 than most gave it credit for. The advance in technology regarding FI and engine components (Nickies and Lens heads) has made it possible to get that performance without building an engine that is a bomb waiting to explode.

I broke a 78mm crank on my last engine. It was a 2.3 with 98mm brial cylinders and Mahle pistons with a great set of big valve heads which were ported. On a very poor tune this put 115hp to the wheels. It was really fun to drive and there was still more there. I still have the components if anyone wants to go big 4 for a lower cost.

So this is just the next level. This will be my last one to build so I am going all out.
I think the last build was a great compromise between spending the 6 money and building a reasonably high HP 4. The build is what compromised the crank. Hard to survive when a bearing is installed incorrectly! Bad things happen!

So same basic road with higher quality parts and a much more matched set of components.

I can't imagine that it lasted very long... Live and learn. This next build will go better with more attention being paid. I hope. Good luck!

[Mblizzard]

Not trying to drudge up old memories but im trying to learn from your experiences


Can you talk about what road you went this time vs your last type 4 .

You dont have to tell me your goals with these motors
I can tell its to haul ass and i appreciate you staying
Loyal to the /4 cause im sure this one cost
/6 comversion money . amd that /6 has been hard to resist

I am a fan of the 4. I know I have spent more money on this than a 6 conversion but the 4 is what I love.

Overall, I have always felt there was more in the 4 than most gave it credit for. The advance in technology regarding FI and engine components (Nickies and Lens heads) has made it possible to get that performance without building an engine that is a bomb waiting to explode.

I broke a 78mm crank on my last engine. It was a 2.3 with 98mm brial cylinders and Mahle pistons with a great set of big valve heads which were ported. On a very poor tune this put 115hp to the wheels. It was really fun to drive and there was still more there. I still have the components if anyone wants to go big 4 for a lower cost.

So this is just the next level. This will be my last one to build so I am going all out.
I think the last build was a great compromise between spending the 6 money and building a reasonably high HP 4. The build is what compromised the crank. Hard to survive when a bearing is installed incorrectly! Bad things happen!


So same basic road with higher quality parts and a much more matched set of components.

I can't imagine that it lasted very long... Live and learn. This next build will go better with more attention being paid. I hope. Good luck!

Not my mistake but certainly a learning experience.

[Bills914-4]

Hi Mike,
Welcome to the big motors (IMG:style_emoticons/default/evilgrin.gif) , Nice list of parts , do you plan on having the bearings
coated , calico coatings not to far away , I have had good success with them,
I might be wrong but with that parts list , I feel you should go 1 3/4 on the exhaust
system , let that that BIG motor breathe , I run the 1 7/8 system on my 2.8-4 ,
I'm assuming that the cam will have a reduced base circle
(rod to cam clearance with that stoke & bigger rod journal ) just a heads up ?,
Good luck & I'll be lookingforward to seeing it at Okteenerfest (IMG:style_emoticons/default/aktion035.gif) , Bill D.

[mb911]

Gonna be a monster motor.. I would love to develop an exhaust for something like that.

[Mblizzard]

Hi Mike,
Welcome to the big motors (IMG:style_emoticons/default/evilgrin.gif) , Nice list of parts , do you plan on having the bearings
coated , calico coatings not to far away , I have had good success with them,
I might be wrong but with that parts list , I feel you should go 1 3/4 on the exhaust
system , let that that BIG motor breathe , I run the 1 7/8 system on my 2.8-4 ,
I'm assuming that the cam will have a reduced base circle
(rod to cam clearance with that stoke & bigger rod journal ) just a heads up ?,
Good luck & I'll be lookingforward to seeing it at Okteenerfest (IMG:style_emoticons/default/aktion035.gif) , Bill D.

Yes you are correct on the exhaust. Chris Foley had already set me straight on the exhaust size. Not familiar with the coating of bearings. Tell me more.

[Mark Henry]

Basically you will have the same engine I have in my '67 bug. (IMG:style_emoticons/default/smile.gif)

102mm nickies, JE pistons with valve pockets and extra pin oiling holes., ARP case and head studs.
78mm DPR crank
CB 5.4 rods
web cam
914heads, modified by me, unshrouded 44mmX38mm SS valves, dual springs, CrMo retainers and keepers, etc...
SDS FI with 55lb Siemens injectors
46mm ITB's, modified GSXR
1-3/4" A1 header for T4 into bug conversion.


BTW I have a tangerine 914, 1-7/8" header/muffler hanging on my wall. (IMG:style_emoticons/default/biggrin.gif)

You will have a hard time getting 9.5:1, big chambers, best I could do with a .040" deck was 9.2:1 CR or it maybe it was 9.3, but I couldn't get 9.5CR.

[Mblizzard]

Basically you will have the same engine I have in my '67 bug. (IMG:style_emoticons/default/smile.gif)

102mm nickies, JE pistons with valve pockets and extra pin oiling holes., ARP case and head studs.
78mm DPR crank
CB 5.4 rods
web cam
914heads, modified by me, unshrouded 44mmX38mm SS valves, dual springs, CrMo retainers and keepers, etc...
SDS FI with 55lb Siemens injectors
46mm ITB's, modified GSXR
1-3/4" A1 header for T4 into bug conversion.


BTW I have a tangerine 914, 1-7/8" header/muffler hanging on my wall. (IMG:style_emoticons/default/biggrin.gif)

You will have a hard time getting 9.5:1, big chambers, best I could do with a .040" deck was 9.2:1 CR or it maybe it was 9.3, but I couldn't get 9.5CR.

Len is going to modify my heads to get the correct compression.

[914dave]

Mike
Are you going with the one piece crankshaft design this time around? (IMG:style_emoticons/default/sunglasses.gif)

[Mblizzard]

Mike
Are you going with the one piece crankshaft design this time around? (IMG:style_emoticons/default/sunglasses.gif)

The two piece arrangement did not fair very well. But the reality is that the improper installation of the bearing is what caused the crank to fail. it was apparent that the bearing was not in place and then the case was tightened down. I am sure it would not turn so they opened it up and only repositioned the bearing instead of replacing it. Small thing but after time it resulted in a broken crank.

Went with the forged crank.

[thelogo]

I am sure it would not turn so they opened it up and only repositioned the bearing instead of replacing it.

Went with the forged crank.

If you dont mind me asking who is they?
Who compromised the bearing/crank/motor

[Mblizzard]

I am sure it would not turn so they opened it up and only repositioned the bearing instead of replacing it.

Went with the forged crank.

If you dont mind me asking who is they?
Who compromised the bearing/crank/motor

Prefer not to post anything that I was not there to confirm. The engine had a couple of revisions so I am not going to call out anyone unless I was there to confirm.

[Mblizzard]

Basically you will have the same engine I have in my '67 bug. (IMG:style_emoticons/default/smile.gif)

102mm nickies, JE pistons with valve pockets and extra pin oiling holes., ARP case and head studs.
78mm DPR crank
CB 5.4 rods
web cam
914heads, modified by me, unshrouded 44mmX38mm SS valves, dual springs, CrMo retainers and keepers, etc...
SDS FI with 55lb Siemens injectors
46mm ITB's, modified GSXR
1-3/4" A1 header for T4 into bug conversion.


BTW I have a tangerine 914, 1-7/8" header/muffler hanging on my wall. (IMG:style_emoticons/default/biggrin.gif)

You will have a hard time getting 9.5:1, big chambers, best I could do with a .040" deck was 9.2:1 CR or it maybe it was 9.3, but I couldn't get 9.5CR.

That has to be one bad bug!

[Bills914-4]

Hi Mike,
Welcome to the big motors (IMG:style_emoticons/default/evilgrin.gif) , Nice list of parts , do you plan on having the bearings
coated , calico coatings not to far away , I have had good success with them,
I might be wrong but with that parts list , I feel you should go 1 3/4 on the exhaust
system , let that that BIG motor breathe , I run the 1 7/8 system on my 2.8-4 ,
I'm assuming that the cam will have a reduced base circle
(rod to cam clearance with that stoke & bigger rod journal ) just a heads up ?,
Good luck & I'll be lookingforward to seeing it at Okteenerfest (IMG:style_emoticons/default/aktion035.gif) , Bill D.

Yes you are correct on the exhaust. Chris Foley had already set me straight on the exhaust size. Not familiar with the coating of bearings. Tell me more.

It's a performance coating for bearings , piston skirts, piston tops,
It might be (would be) a worthwhile investment with this motor ,
have your bearings coated , piston tops coated & skirts recoated (better quality
coating) I believe Len recommends having the heads (chambers & valves) done ,
I hope this helps Bill D.

PS who is doing your timesert install for your cylinder studs ? if your doing it ,let
me know I have some tools that I made to help install them below the surface,

bearings - CT-1
piston skirts - CT-3
piston tops - CT-2

www.calicocoatings.com/coatings/