Some interesting facts about various crankcases

Post by **Daniel G** » Mon Jul 17, 2006 11:42 pm

On a similar note, there's something I've wondered about for awhile. A guy on Glamis-dunes.com was running a T4 in his sand car, and the engine case cracked and broke off at the top where it bolts to the tranny. I've also noticed that FAT has gussetting for this area available in the machine work section of their catalog. I know they still do some things that aren't up to date anymore, such as 6th studding the case and 48x38 Valves in all their bigger engines. I was just wondering if you've ever seen any cracking in this area, Jake? I thought it the guy's case cracked from the engine not being supported (incidentally he said it was not supported when I asked him) and being put through offroad abuse. I figured this was also the reason FAT did this, because maybe some offroad racers didn't run an engine support on their cars.

Daniel

MASSIVE TYPE IV · Post by **MASSIVE TYPE IV** » Mon Jul 17, 2006 11:47 pm

I figured this was also the reason FAT did this, because maybe some offroad racers didn't run an engine support on their cars.

You got it... and they do the same for Type 1 engines. When the entire car is lofting in the air and slamming to the earth the engine wants to continue the descent.... The gusseting is a preventive measure against issues caused from this.
I have never seen a cracked or broken Type 4 case that was not the fault of a car crash, or an idiot with a prybar. It just doesn't happen..

Post by **Daniel G** » Mon Jul 17, 2006 11:54 pm

MASSIVE TYPE IV wrote:
I figured this was also the reason FAT did this, because maybe some offroad racers didn't run an engine support on their cars.
You got it... and they do the same for Type 1 engines. When the entire car is lofting in the air and slamming to the earth the engine wants to continue the descent.... The gusseting is a preventive measure against issues caused from this.
I have never seen a cracked or broken Type 4 case that was not the fault of a car crash, or an idiot with a prybar. It just doesn't happen..

It was $150 for that service in the catalog...You'd think it would be a lot easier and cheaper to just support the engine as well as the tranny...

However, I guess when you are a racer that can afford one of their engines, $150 is chump change. Plus, it's probably good to have as insurance in case the bolts in the engine support decide to work themselve loose during a race, so the engine won't fall off in the middle of the desert.

Daniel

TedzBug · Post by **TedzBug** » Tue Jul 18, 2006 6:41 am

This is a good thing...... I have an EA 1700 in the garage that i picked up about 2 years ago for a steal.

Wally · Post by **Wally** » Tue Jul 18, 2006 6:52 am

TedzBug wrote:This is a good thing...... I have an EA 1700 in the garage that i picked up about 2 years ago for a steal.

Which you need since you're about to make a 200 + Hp engine?

TedzBug · Post by **TedzBug** » Tue Jul 18, 2006 8:27 am

Sorry, I have been very slowly working toward getting the 1700 into my 75 super. For now i am getting the suspension and trans lined up. Next year i think the 1700 will go in the car in stock form........ But at least i know i have a good slate to start from. I would like to end up with a 2.0 with a mild turbo.

Steve Arndt · Post by **Steve Arndt** » Tue Jul 18, 2006 9:09 am

The case I bought from Oliver Knuf is a 1.7 case because of the same reasons. 911 squirters, decked, 103, dry sump modified pressure reliefs, ported inside to mirror finish, 39 gram lifter bushings, 6 stud CNC under cylinder steel plates, etc. It is quite a piece of work.