Something Evil Part II, Starting Over |
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Something Evil Part II, Starting Over |
Mblizzard |
Apr 17 2019, 08:17 AM
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#1
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Advanced Member Group: Members Posts: 3,033 Joined: 28-January 13 From: Knoxville Tn Member No.: 15,438 Region Association: South East States |
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 |
Apr 17 2019, 08:27 AM
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#2
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Senior Member Group: Retired Members Posts: 1,510 Joined: 6-April 10 Member No.: 11,572 Region Association: None |
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 |
Mblizzard |
Apr 17 2019, 10:15 AM
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#3
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Advanced Member Group: Members Posts: 3,033 Joined: 28-January 13 From: Knoxville Tn Member No.: 15,438 Region Association: South East States |
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. |
JOEPROPER |
Apr 17 2019, 10:23 AM
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#4
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The answer is "no" unless you ask... Group: Members Posts: 1,184 Joined: 21-November 15 From: White Plains New York Member No.: 19,387 Region Association: North East States |
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 |
Apr 17 2019, 10:32 AM
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#5
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Advanced Member Group: Members Posts: 3,033 Joined: 28-January 13 From: Knoxville Tn Member No.: 15,438 Region Association: South East States |
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. |
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