aluminum cases, Jake Raby

For Den in particular and others who were thinking of the aluminum cases.

I just caught a thread on shoptalkforums.com in which Jake built a 2165 on an aluminum T1 case - said the case had 'cracking issues' and also got so hot he will never use one again.

Also in the thread - he also got 185hp out of one configuration with DRD heads, and he's got an even greater configuration yet to complete - with John's Sqishies, Nickies, and a new cam. T1, folks, not T4. And Jake says it will run cooler than stock. (I believe it!) Will we see 200hp? Dunno, but it's just amazing the research he's done. Amazing is not the word but I'm so stunned I can't think of the right word.

Reply to
jjs
Loading thread data ...

Thanks John..

That engine did have severe cracking issues (did it before it it ever came off the dyno) and I posted pics on my forum on the STF. This was an early case and I understand that they "have gotten better" but they won't get another chance in my shop... That was teh first and last and now its laying out in the boneyard filled with buckshot!

The combination was built with 90% used parts, and only had new DRD heads and a new cam and lifters. That engine lived for over 30 hours on my dyno, the last 12 or so with the cracked case! I originally built it as asimple "heat generator" for my cooling system testing for the Type I DTM system and didn't even blueprint it.

The 187 BHP is definately contributed to the combination of cam, CR and heads as a unit. That same engine made a trip down to the "Southeast Dyno Day" and is in Hot VWs and VW Trends this month in my Blue Bug. Even after all the hell, and a 35 HP loss at the flywheel from wear and heat damage it still pulled off the "Highest HP from a streetcar".... Its all in the combo.

The new combo is a culmination of My thoughts, DRD's heads, Johns Squishies and LN Engineerings Nickies. It will run 12.3:1 and will burn pump gas. HP is plotted now as an estimation at 215 at the flywheel.

This engine will be a direct test bed between ickies and a set of cast iron cylinders, as they will be traded out and tested back to back on the dyno with exacting CR and tuning.. This will be for heat differences as well as HP and crankcase pressure.

I have taken a 1 year break from building customers engines to produce these test engines, my new TIV heads and a very demanding SCCA E production race engine....

Stay tuned and I'll share what I find.

John, This engine isn't far from yours. Since you already have Nickies I have a few mods we can make for you someday that will really blow your mind! Thanks for your kind words!

Reply to
Jake Raby

Jake and John, I saw the Hot VW with your engine and did wonder what the story was. I also heard the new cases were much better and I had hoped you (Jake) would continue to work with them. I understand that CB had their own aluminum case built for them. Is that true and have you looked at it? Thanks guys. I just like the strength of aluminum and having a Brazilian car, it just appeals to me. Dennis

href="

formatting link
">Den's 1978Puma

Reply to
Dennis Wik

Uh oh. I no longer have the Best of the Best. :) Sure I do, but there's always that one more combo. I look forward to reading up on what you are up to, Jake. I do have another very nice '58 Bug (late model tranny) that could use a R.A.T. engine.

Reply to
jjs

My engine in HVW? The engine that Jake built for me? I don't read the mag.

Reply to
jjs

There is a huge reason why VW used magnesium for these cases, and the cracks that I found and quite a few others have as well are identifying it..

When you fly in an airplane, ever notice the wing flex?? It does that for a reason, the same reason why the VW case was made to have a slight bit of flex..

The new cases are sand cast, and not die cast like a Type IV and 911 case.

Porsche tried sandcast aluminum, they shortly went to die cast.

Till those new cases atleast use a "through bolt" design instead of securing the mains with studs, I won't be using another one..

I'm concentrating all my effort at the present in the factory aluminum case, The Big block Type IV.. And getting further and further from producing Type Is.. Hoping to totally phase them out soon, and if the

356 and 911 work keeps rolling in that will be happening pretty soon!

Too much junk in that market for me.. too many backstabbers and throat cutters!

Reply to
Jake Raby

Sweet!

John, If these new mods work the way I plan, all you would need is a different cam, some very minor chamber work and a set of Squishie pistons... Then the engine is almost exacting yours.

To make matters more interesting we are now working with some revolutionary coatings for bearings that should greatly diminish wear. Check out

formatting link
for a sneak peek... To our knowledge it has never been tried on an ACVW engine!

These coatings, Nickies, Ceramic lifters and Inconel valves will yield an engine that is only longevity limited by its valve guides!

Reply to
Jake Raby

...jake I have been following the coating threads on STF...it occured to me... wouldn't DLC coating the lifter bores eliminate the need for re-bushing them when using ceramic lifters?

...Gareth

Reply to
Gary Tateosian

Don't know till you try it!

Problem is that it would cost in excess of 500.00 to do! I looked into it for that reason.

One set of engine bearings (main, rod and cam) run over 200.00

Some Nascar guys are running no wrist pin bushings, just the coatings in the small end of the rod!

Reply to
Jake Raby

MotorsForum website is not affiliated with any of the manufacturers or service providers discussed here. All logos and trade names are the property of their respective owners.