Matt Keene: Engine specs

Alam Z · Post by **Alam Z** » Tue May 22, 2001 5:56 pm

Matt, I am very interested in the 1679 turbo you were running in your Samba.

I think I heard that you were running the setup from a Renualt 5 Turbo.

Could you list the specification of the Motor? What parts you sourced from the donar car and problems that you encountered?

I am thinking of building similar based unit, sourcing the Turbo componants from the Renault 5 Turbo model. However I may go the 1776 route.

Thanks for any advice..

Alam Z

Matt Keene · Post by **Matt Keene** » Wed May 23, 2001 10:55 am

The engine was a 1679cc with stock cam, crank and 041 heads with a very small amount of port matching. Basically a stock engine, not even 8 dowelled (gasp!). The turbo was indeed similar to a 5 turbo in that it was a Garrett T2 but mine came from an unown source and had a much larger A/R ratio. I used the Fuego turbo carb (solex 32 DIS) and plenum pipe on top of the carb and linked this to the turbo via an aluminium pressure pipe from a Saab 9000 turbo. This was cool because it already has a take off pipe for a dump valve in exactly the right place! I used a CB thinline sump extension to which I welded a 3/4" pipe for oil return from the turbo. The coolest thing about using a 32 DIS is that it fits to the stock VW intake manifold with very little work. You need to modify the throttle linkage (swap from one side to the other) and file the holes on the intake manifold slightly. That's about it! The idle jetting was spot on but the mains needed richening up slightly. (approx 10-15%) I ran the Fuego turbo fuel pump and turbo sensitive fuel pressure regulator. The petrol tank needs to be modified to 1/2" outlet and a fuel return needs to be welded to the tank. That's pretty much it.
It ran absolutely faultlessly at 7 psi, never missed a beat and would pull up hills on 3.88 irs trans in 4th at any speed you wished. This system cost me about £100 ($150 to our cousins across the pond) from a wrecker's and is ideal for a bus.
It was designed to be torquey low down and not rev much past 4500 rpm. I could shift up at 3000 rpm and still accelarate quickly. The driving experience was very similar to driving a turbo diesel passenger car. However, I ran it at 15 psi with water/alcohol injection briefly and that was a different story...
All the parts from the Renault Fuego, 19 turbo and 5 turbo seem to be interchangeable (apart from the 5 having a T2 and the others having a T3).
Go for it!

[This message has been edited by Matt Keene (edited 05-23-2001).]

Matt Keene · Post by **Matt Keene** » Wed May 23, 2001 1:07 pm

Hmmmmn exhaust...
on the bus I chopped up two old header systems to fabricate a suitable header. I then made a 2" link pipe from the header to the turbo which was situated (if viewed from the rear) on the left, under the rear valance panel so that no turbo heat would enter the engine bay. I cut a hole in the valance for the boost pipe. Bare in mind that an early type 2 has a removable valance panel which simplifies fabrication. As for a bug, CB do a very good turbo header which is ideal for a T3. If you use a T3 from the Fuego or 19, then this will be ideal for a mild 1679cc. The A/R ratio on these is quite small. Or how about and Escort turbo as they are T3's with very small A/R raitos.
If you go with the CB header, then I'm pretty sure you'll be able to use the Saab 9000 boost pipe and all the Renault parts.
Ian at Wolfsburg Performance has weekly shipments from the US and has already looked into the prices for this header. It also comes with a muffler.
If costs prevent buying a header, then unless you are a dab hand with welding plant, I would suggest you seek the advice of an exhaust builder as it's a bit tricky to make your own. Space is very limited and the header design is one of the most critical factors in a succesful turbo conversion. You don't want all that heat radiating into you intake fan.
If you are really stuck, I could make one for you...

moggy · Post by **moggy** » Wed May 23, 2001 2:16 pm

I can't figure out if this motor's for a bug or bus, but if Bug and while on the subject of Renault5 turbo's why not dump in the interior from the froggy aswell.

I did it in my bug and the front and back both fit in easily, with the fronts lifting up for easy access into the back.

Anyway, check out the pics and see what you think.

Steve Arndt · Post by **Steve Arndt** » Wed May 23, 2001 2:18 pm

Moggy, WTF happened to your B pillars?
Steve

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by moggy:
<B>I can't figure out if this motor's for a bug or bus, but if Bug and while on the subject of Renault5 turbo's why not dump in the interior from the froggy aswell.

I did it in my bug and the front and back both fit in easily, with the fronts lifting up for easy access into the back.

Anyway, check out the pics and see what you think.</B><HR></BLOCKQUOTE>

Alam Z · Post by **Alam Z** » Wed May 23, 2001 8:38 pm

Matt:
I'll look into the header prices from cb. I'll have a word with Ian and see what he can do.

Thanks again Matt.

Moggy:
Very swish.. a pro install. The tilting seats are very good.

Alam Z · Post by **Alam Z** » Wed May 23, 2001 8:45 pm

Moggy:
Its for a Bug..

Guys.. umm how much should I expect to pay for the bits?
Are Renault breakers expensive? Or should I look for a crashed damaged car in the loot or slavage yards?

Steve Arndt · Post by **Steve Arndt** » Wed May 23, 2001 11:09 pm

How is your exhaust situation situated?

------------------
Steve Arndt

Alam Z · Post by **Alam Z** » Wed May 23, 2001 11:43 pm

Matt that just the type of info I was looking for. Thanks Man..

I am going to hopefully build this mild motor as a prelude to a 1914 kick ass stormer this summer.
Hopefully I learn alot as I go.

What did you do with the exahaust system, and where would you recommend I place the Turbo bearing in mind that its for a Bug?

Thanks again..