New TI case (Aluminum)
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ANT
- Posts: 979
- Joined: Thu May 24, 2001 12:01 am
New TI case (Aluminum)
"Grasshopper, it is better to bend like a willow tree in the wind than to snap like a twig"
In other woids, flex is not always bad--rigid is obviously unyielding and can create problems. Begin at the beginning...use a balanced CW crank with proper end play.
-ANT
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by JohnConnolly:
<B>Just so you guys know, I STRONGLY discourage the use of shuffle pins. they hold things so well, if anything "moves" it snaps off the main web in the case, I've seen it a lot. I feel it's better to save your $ and not have the case break.
John
Aircooled.Net Inc.</B><HR></BLOCKQUOTE>
In other woids, flex is not always bad--rigid is obviously unyielding and can create problems. Begin at the beginning...use a balanced CW crank with proper end play.
-ANT
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by JohnConnolly:
<B>Just so you guys know, I STRONGLY discourage the use of shuffle pins. they hold things so well, if anything "moves" it snaps off the main web in the case, I've seen it a lot. I feel it's better to save your $ and not have the case break.
John
Aircooled.Net Inc.</B><HR></BLOCKQUOTE>
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Tom Simon
New TI case (Aluminum)
I've been reading some of the lateset posts and have a few comments.
Ideally, thru bolts are really the way to go. The thru bolts can be torqued (higher) to achive greater clamping forces. The problem with VW style main studs is the aluminum/mag threads will yeild (pull) at much less force than an all steel thru bolt arrangement. Too bad you can't just thru bolt a factory T-1 case (oil galley interference). That said, people have pushed 200, 300, 450, and more HP from type I based VW engines, with a factory VW case. Some have put out 200hp in reliable "hot street trim" and logged many miles. Dave Kawell has been selling VW cased T-1 turn-key turbo engines for years, putting out twice that, and more. Roger Crawford (Heads Up Performance, Anaheim CA) once told me that for his big cc sand monster turbo customers, he always uses AutoCraft cases for their long term reliability and ease of building larger dispalcement (wider cyl. stud pattern). However, his own record setting 280 HP PRA (cc restricted class) Pro Stocker, uses a VW case. He views the case as expendable, and felt is was worn out after a season, (center main) and doesn't like to use oversize main bearings on race engines. He chooses that trade-off to save the 20-30lbs behind the rear axle (appling the put-the-weight-where-you-want-it principle).
Shad has it about right with regard to die versus sand casting. Post cast machining is the most expensive part of the operation. Eliminate some machining and trade for higher cost tooling and materiel is a typical "large volume production" manufaturing solution. I've never seen anything published on strength of the VW Elektron material, but I have personally machined plenty of different aluminums, and some VW cases. I can tell you that a T-1 VW case seems more brittle, but also stronger than the typical cast and heat treated 356 aluminum, but not by am awful lot.
As far as why did VW move to an aluminum T4 case... well, who the heck knows??? Some have cited plenty of reasons to support the "T4 is better" theory, but come-on, project management and engineering decisons are made all the time that are not very easy to second guess thirty years latter. Maybe there was a looming strike at the magnesium mine? and the prices of mag were theatening to skyrocket? Maybe the smelting plant that did VW's proprietary "Elektron" was about to be subjuct to some new strict clean air laws and a billion dollar plant retrofit answer was the only thing they could come up with, at the time? Maybe marketing needed more cc engine size to cover their taeget market? Too many possibles exist to just conclude "more power needed = T4 solution"
I do find it interesting that VW increased the main journal size when moving on. I suspect that when starting with a clean sheet of paper, they fixed some things they percieved as problems with the earlier design when changing materiel. If I were designing around a softer materiel, I might want larger main bearings to distribute the same or slightly graeter unit load over a larger area. A lot of VW racers use T-4 mains in a T-1 case, special crank and all.
I also find it very interesting that I can't remember seeing one T4 powered VW dragster, Pro Stock, or Pro-Mod at the VW races out here on the west coast. Oh wait, Nichol and Jim Linkert's 12 second 900 lb speedster bodied automatic bracket car, but its got a stocker w/dual carbs. But still, that really isn't a rocket, it's more of a big cc low hp mule used to run consistantly in brackets. That isn't to say, if you threw the same development dollars at the T-4 platform, that the T-1 based engines have seen over the last 40 years, that you couldn't equal, and maybe surpass the proven race performance of a T-1, I just haven't seen it. Given this fact, building a race performance T-4 with good heads just cost more than a comparable T-1.
Ideally, thru bolts are really the way to go. The thru bolts can be torqued (higher) to achive greater clamping forces. The problem with VW style main studs is the aluminum/mag threads will yeild (pull) at much less force than an all steel thru bolt arrangement. Too bad you can't just thru bolt a factory T-1 case (oil galley interference). That said, people have pushed 200, 300, 450, and more HP from type I based VW engines, with a factory VW case. Some have put out 200hp in reliable "hot street trim" and logged many miles. Dave Kawell has been selling VW cased T-1 turn-key turbo engines for years, putting out twice that, and more. Roger Crawford (Heads Up Performance, Anaheim CA) once told me that for his big cc sand monster turbo customers, he always uses AutoCraft cases for their long term reliability and ease of building larger dispalcement (wider cyl. stud pattern). However, his own record setting 280 HP PRA (cc restricted class) Pro Stocker, uses a VW case. He views the case as expendable, and felt is was worn out after a season, (center main) and doesn't like to use oversize main bearings on race engines. He chooses that trade-off to save the 20-30lbs behind the rear axle (appling the put-the-weight-where-you-want-it principle).
Shad has it about right with regard to die versus sand casting. Post cast machining is the most expensive part of the operation. Eliminate some machining and trade for higher cost tooling and materiel is a typical "large volume production" manufaturing solution. I've never seen anything published on strength of the VW Elektron material, but I have personally machined plenty of different aluminums, and some VW cases. I can tell you that a T-1 VW case seems more brittle, but also stronger than the typical cast and heat treated 356 aluminum, but not by am awful lot.
As far as why did VW move to an aluminum T4 case... well, who the heck knows??? Some have cited plenty of reasons to support the "T4 is better" theory, but come-on, project management and engineering decisons are made all the time that are not very easy to second guess thirty years latter. Maybe there was a looming strike at the magnesium mine? and the prices of mag were theatening to skyrocket? Maybe the smelting plant that did VW's proprietary "Elektron" was about to be subjuct to some new strict clean air laws and a billion dollar plant retrofit answer was the only thing they could come up with, at the time? Maybe marketing needed more cc engine size to cover their taeget market? Too many possibles exist to just conclude "more power needed = T4 solution"
I do find it interesting that VW increased the main journal size when moving on. I suspect that when starting with a clean sheet of paper, they fixed some things they percieved as problems with the earlier design when changing materiel. If I were designing around a softer materiel, I might want larger main bearings to distribute the same or slightly graeter unit load over a larger area. A lot of VW racers use T-4 mains in a T-1 case, special crank and all.
I also find it very interesting that I can't remember seeing one T4 powered VW dragster, Pro Stock, or Pro-Mod at the VW races out here on the west coast. Oh wait, Nichol and Jim Linkert's 12 second 900 lb speedster bodied automatic bracket car, but its got a stocker w/dual carbs. But still, that really isn't a rocket, it's more of a big cc low hp mule used to run consistantly in brackets. That isn't to say, if you threw the same development dollars at the T-4 platform, that the T-1 based engines have seen over the last 40 years, that you couldn't equal, and maybe surpass the proven race performance of a T-1, I just haven't seen it. Given this fact, building a race performance T-4 with good heads just cost more than a comparable T-1.
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MASSIVE TYPE IV
- Posts: 20132
- Joined: Fri Jul 07, 2000 12:01 am
New TI case (Aluminum)
TIV engines are not drag queens, they have characteristics of a long living, powerful street engine.
Another aspect is that few tuners here in the states have the drive to build a big TIV, built just for racing. I'm working on one now, but it won't be a full time race car, by any means, but it will be larger than 3.4 liters, all based on a TIV case, not aftermarket, and is expected to make well over 400HP in every calculation Shad and I have made. It is nowhere near easy to do, infact I have 50 hours of machine time in it already, and thats just the prototype case. Shad is making my cylinders, and we are deciding on heads right now, one thing is for sure, it won't have any cam clearancing problems!
------------------
Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com
Another aspect is that few tuners here in the states have the drive to build a big TIV, built just for racing. I'm working on one now, but it won't be a full time race car, by any means, but it will be larger than 3.4 liters, all based on a TIV case, not aftermarket, and is expected to make well over 400HP in every calculation Shad and I have made. It is nowhere near easy to do, infact I have 50 hours of machine time in it already, and thats just the prototype case. Shad is making my cylinders, and we are deciding on heads right now, one thing is for sure, it won't have any cam clearancing problems!
------------------
Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com
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danimal
- Posts: 958
- Joined: Wed Jun 13, 2001 12:01 am
New TI case (Aluminum)
>>>Every bit of "research" I have can be gleaned from a few spec sheets, pieced together with some previous experience and a little common sense.<<<
hey jake, is this your idea of "he will state where he found the numbers"?? LOL
>>>the duty cycle of a long-life (like a normal car) T1 engine is about 30-35hp<<<
so THAT'S why the vw factory built 'em at 54 hp... so the motor wouldn't live as long.
ROTFLMAO!!
hey shad, show us the vw factory documentation that listed "duty cycles" for both the t-1 and t-4 platforms...
or are you pulling numbers out of thin air again?
yeah, i could build and run a t-4 motor... but i don't want to start off with a used, worn-out case, then run welded, overpriced heads that have a horribly designed exhaust port... heads that crack constantly... hell, even after being rebuilt, t-4 heads STILL drop valve seats:
http://shoptalkforums.com/bbs/NonCGI/Fo ... 02895.html
dan
oceanstreetvideo.com
hey jake, is this your idea of "he will state where he found the numbers"?? LOL
>>>the duty cycle of a long-life (like a normal car) T1 engine is about 30-35hp<<<
so THAT'S why the vw factory built 'em at 54 hp... so the motor wouldn't live as long.
ROTFLMAO!!
hey shad, show us the vw factory documentation that listed "duty cycles" for both the t-1 and t-4 platforms...
or are you pulling numbers out of thin air again?
yeah, i could build and run a t-4 motor... but i don't want to start off with a used, worn-out case, then run welded, overpriced heads that have a horribly designed exhaust port... heads that crack constantly... hell, even after being rebuilt, t-4 heads STILL drop valve seats:
http://shoptalkforums.com/bbs/NonCGI/Fo ... 02895.html
dan
oceanstreetvideo.com
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MASSIVE TYPE IV
- Posts: 20132
- Joined: Fri Jul 07, 2000 12:01 am
New TI case (Aluminum)
Dan, let me sell you a NEW, NOS TIV case, and a NEW NOS set of TIV heads for that puppy, I have access to them and use them often, not even that expensive....
Maybe I placed too much trust is Shad, maybe I WAS WRONG, maybe I just wanted to give you some leverage to bitch about, and say "I told you so" (which is EXACTLY what you did, now I'll "set the hook)
Anyway,I'm installing on of those junky TIV engines in a 50,000 dollar + beetle (the engine was not included in that price, nor the full leather interior) as we speak, it's not even a race car..Too bad it lives in France and cannot come out to administer some silent death. Serious drivers like serious power power to run 100 all day and not get those junky heads hot. Thats the TIV!!!(not a drag queen) I wonder why there are few SCCA (hardly any, and we wont mention the PCA as a TI's are laughed at) TI powered cars on the real tracks, being beat for hours, not seconds in harsh environments at 5-7K RPM for hours...talk to racer Chris about his 1700cc TIV that makes 150BHP and actually lives at 7K, for alot longer than 15 seconds.
Dan, I guess I was wrong, guess you were right, guess I really don't give a damn!
------------------
Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com
Maybe I placed too much trust is Shad, maybe I WAS WRONG, maybe I just wanted to give you some leverage to bitch about, and say "I told you so" (which is EXACTLY what you did, now I'll "set the hook)
Anyway,I'm installing on of those junky TIV engines in a 50,000 dollar + beetle (the engine was not included in that price, nor the full leather interior) as we speak, it's not even a race car..Too bad it lives in France and cannot come out to administer some silent death. Serious drivers like serious power power to run 100 all day and not get those junky heads hot. Thats the TIV!!!(not a drag queen) I wonder why there are few SCCA (hardly any, and we wont mention the PCA as a TI's are laughed at) TI powered cars on the real tracks, being beat for hours, not seconds in harsh environments at 5-7K RPM for hours...talk to racer Chris about his 1700cc TIV that makes 150BHP and actually lives at 7K, for alot longer than 15 seconds.
Dan, I guess I was wrong, guess you were right, guess I really don't give a damn!
------------------
Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com
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Shad Laws
- Posts: 1605
- Joined: Fri Aug 24, 2001 12:01 am
New TI case (Aluminum)
Hello-
hey jake, is this your idea of "he will state where he found the numbers"?? LOL
Calm down, Dan.
hey shad, show us the vw factory documentation that listed "duty cycles" for both the t-1 and t-4 platforms...
I don't have any. It's common freakin' sense. You can go out and buy a brand new Corvette with over 400hp, right? Do you think the duty cycle of that engine is really 400hp? Hell no! Where's the factory documentation? It doesn't exist.
You could run a "36hp" or "40hp" (actually 30hp and 34hp) engine basically flat out all day long just fine. You can't do that with a 1600 - this is a well-known fact. If that's not enough common sense knowledge for you, so be it. I have no desire to get in to a pissing contest with you, though.
yeah, i could build and run a t-4 motor... but i don't want to start off with a used, worn-out case,
Get a new one. Or, use a used one in good shape. They're both easily acquired if you know what you're doing.
then run welded, overpriced heads that have a horribly designed exhaust port...
Please clarify this horribly designed exhaust ports. The numbers from flow charts say that a 48x38 set of ported heads from FAT have 80% E/I, and more common sense tells me that they give my heads much, much higher cooling ability.
<B>heads that crack constantly... hell, even after being rebuilt, t-4 heads STILL drop valve seats:
http://shoptalkforums.com/bbs/NonCGI/Fo ... 02895.html</B>
Mark Stephens (MSHP) sucks. Big time. So did factory VW. These facts are very well known. Send them to Rimco, Headflow Masters, Boston Engine, etc. and you'll be fine.
Take care,
------------------
Shad Laws
LN Engineering
http://www.lnengineering.com
hey jake, is this your idea of "he will state where he found the numbers"?? LOL
Calm down, Dan.
hey shad, show us the vw factory documentation that listed "duty cycles" for both the t-1 and t-4 platforms...
I don't have any. It's common freakin' sense. You can go out and buy a brand new Corvette with over 400hp, right? Do you think the duty cycle of that engine is really 400hp? Hell no! Where's the factory documentation? It doesn't exist.
You could run a "36hp" or "40hp" (actually 30hp and 34hp) engine basically flat out all day long just fine. You can't do that with a 1600 - this is a well-known fact. If that's not enough common sense knowledge for you, so be it. I have no desire to get in to a pissing contest with you, though.
yeah, i could build and run a t-4 motor... but i don't want to start off with a used, worn-out case,
Get a new one. Or, use a used one in good shape. They're both easily acquired if you know what you're doing.
then run welded, overpriced heads that have a horribly designed exhaust port...
Please clarify this horribly designed exhaust ports. The numbers from flow charts say that a 48x38 set of ported heads from FAT have 80% E/I, and more common sense tells me that they give my heads much, much higher cooling ability.
<B>heads that crack constantly... hell, even after being rebuilt, t-4 heads STILL drop valve seats:
http://shoptalkforums.com/bbs/NonCGI/Fo ... 02895.html</B>
Mark Stephens (MSHP) sucks. Big time. So did factory VW. These facts are very well known. Send them to Rimco, Headflow Masters, Boston Engine, etc. and you'll be fine.
Take care,
------------------
Shad Laws
LN Engineering
http://www.lnengineering.com
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Marty
- Posts: 5802
- Joined: Fri Nov 16, 2001 12:01 am
New TI case (Aluminum)
I will take a set of those Remelle heads please. The ones with the relocated exaust ports. Those things are bitchin!
------------------
Marty Staggs
www.staggsracing.com
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Marty Staggs
www.staggsracing.com
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danimal
- Posts: 958
- Joined: Wed Jun 13, 2001 12:01 am
New TI case (Aluminum)
>>>NEW, NOS TIV case, and a NEW NOS set of TIV heads for that puppy<<<
gee, no mention of the retail prices... wonder why
and who would want nos t-4 heads anyway? they were total crap right off the showroom floor... worst head vw ever designed, they dropped seats left and right... "sucks. big time. so did factory vw" -shad laws
so be sure and add seat replacement to the cost of those nos overpriced heads, lol!
>>>...basically flat out all day long just fine. You can't do that with a 1600 - this is a well-known fact.<<<
you can listen to shad laws unsubstantiated b.s., or you can see what the 50 people in this thread have to say about their type 1's:
"I would take my bone stock 77' standard T1 cross country if I had the chance. It has 194,322 miles on it's original engine. Has good compression..." http://shoptalkforums.com/bbs/NonCGI/Fo ... 00014.html
>>>The numbers from flow charts say that a 48x38 set of ported heads from FAT have 80% E/I<<<
yeah, you can polish a turd, but that doesn't make it smell any sweeter
dan
oceanstreetvideo.com
gee, no mention of the retail prices... wonder why
and who would want nos t-4 heads anyway? they were total crap right off the showroom floor... worst head vw ever designed, they dropped seats left and right... "sucks. big time. so did factory vw" -shad laws
so be sure and add seat replacement to the cost of those nos overpriced heads, lol!
>>>...basically flat out all day long just fine. You can't do that with a 1600 - this is a well-known fact.<<<
you can listen to shad laws unsubstantiated b.s., or you can see what the 50 people in this thread have to say about their type 1's:
"I would take my bone stock 77' standard T1 cross country if I had the chance. It has 194,322 miles on it's original engine. Has good compression..." http://shoptalkforums.com/bbs/NonCGI/Fo ... 00014.html
>>>The numbers from flow charts say that a 48x38 set of ported heads from FAT have 80% E/I<<<
yeah, you can polish a turd, but that doesn't make it smell any sweeter
dan
oceanstreetvideo.com
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type11969
- Posts: 745
- Joined: Mon May 07, 2001 12:01 am
New TI case (Aluminum)
Isn't saying that a t1 can't be built to over 54 hp because that is when VW switched to the t4 the same as saying that a t4 can't be built to over 90hp because that is when VW switched to watercooled? Yeah, using only stock internals and running more than these hp figures might be a problem (non-counterweighted, unblanaced engine with 150+ hp isn't going to last long in either block), but who here turning out more than 54 and 90hp respectivily hasn't at least balacned and/or counterweighted the rotating assembly? Making limitations based on numbers from production engines where cost is such a big issue is kinda ridiculous. I'm sure VW could have found more hp out of both blocks, just by doing what we all do, but if they did I am sure VW as a company wouldn't be around due to the high cost of their vehicles. And just because VW did it doesn't mean it is right. After all, they switched to water-cooled . . .
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MASSIVE TYPE IV
- Posts: 20132
- Joined: Fri Jul 07, 2000 12:01 am
New TI case (Aluminum)
Dan,
As far as polishing a Terd, it's like polishing a mag case, it still does not make it any better..
------------------
Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com
As far as polishing a Terd, it's like polishing a mag case, it still does not make it any better..
------------------
Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com
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dan, shut up
New TI case (Aluminum)
hey jake i thought that 3.4+ motor was top secret!! i guess you gotta reveal some secrets or else ignorance wins, or at least thinks it does...
"yeah, i could build and run a t-4 motor... but i don't want to start off with a used, worn-out case,"
??? what the hell, type IV cases are near indestructable. i recall a blurb on jakes site that said a type IV with 320,000 miles in a 912 DIDNT NEED AN ALIGN-BORE when it was torn down.. doesnt that say something?
i know you guys hate unregistered posters, sorry, but i was so compelled to give my 2 cents that i didnt have time to register
john bradley - gainesville, georgia
[email protected]
"yeah, i could build and run a t-4 motor... but i don't want to start off with a used, worn-out case,"
??? what the hell, type IV cases are near indestructable. i recall a blurb on jakes site that said a type IV with 320,000 miles in a 912 DIDNT NEED AN ALIGN-BORE when it was torn down.. doesnt that say something?
i know you guys hate unregistered posters, sorry, but i was so compelled to give my 2 cents that i didnt have time to register
john bradley - gainesville, georgia
[email protected]
-
Shad Laws
- Posts: 1605
- Joined: Fri Aug 24, 2001 12:01 am
New TI case (Aluminum)
Hey Tom-
Ideally, thru bolts are really the way to go. The thru bolts can be torqued (higher) to achive greater clamping forces. The problem with VW style main studs is the aluminum/mag threads will yeild (pull) at much less force than an all steel thru bolt arrangement.
Yup!
In fact, the problem is even worse. Even before yielding, you have an uneven clamping force problem. The left-hand side of the case is floating. The right-hand side of the case is compressed. Preloading the support system is a GOOD thing for longevity, but this doesn't happen very well on the left-hand side.
That said, people have pushed 200, 300, 450, and more HP from type I based VW engines, with a factory VW case. Some have put out 200hp in reliable "hot street trim" and logged many miles.
It is 100% possible to push gobs of power through a T1, but longevity does go down. More important than the peak HP number is the actual duty cycle. A street car cruised at 65mph all day with turbo that could push 300hp will last awhile. However, a little 1914cc pushed at 85-90mph all day long will die. No matter how you cut it, the duty cycle of a long-life (like a normal car) T1 engine is about 30-35hp. If you have a limited mileage application, you may not care. But, to build a truly reliable street machine, it won't do. The undercooling heads are another big reason why, and no aftermarket T1 head has addressed this problem (look at a stock T4 head for comparison).
I've never seen anything published on strength of the VW Elektron material, but I have personally machined plenty of different aluminums, and some VW cases. I can tell you that a T-1 VW case seems more brittle, but also stronger than the typical cast and heat treated 356 aluminum, but not by am awful lot.
Elektron - that's the name! Thanks for the memory jog. It became known as Magnesium AS41. The yield strength and fatigue strength (a VERY important number for bearing saddles) are a bit low compared to 356-T6. AS21 has a higher fatigue but lower yield strength than AS41.
I also find it very interesting that I can't remember seeing one T4 powered VW dragster, Pro Stock, or Pro-Mod at the VW races out here on the west coast.
It's mostly a logistic problem. America loves drag racing. Europe doesn't care all that much. In America, the dominant beast on the market for power is the T1. In Europe, it was the T4. This is one big reason.
The other is longevity. For a drag race, who cares if the engine can live 10,000mi or more? Why spend the money and weight on a T4 engine when the T1 can give the same power, although it may mean a new case every season?
Now, for street/track racing, the T1 has been known for quite some time to be inadequate... the T4 is needed. This is one reason why they are used so much in Europe...
Take care,
------------------
Shad Laws
LN Engineering
http://www.lnengineering.com
Ideally, thru bolts are really the way to go. The thru bolts can be torqued (higher) to achive greater clamping forces. The problem with VW style main studs is the aluminum/mag threads will yeild (pull) at much less force than an all steel thru bolt arrangement.
Yup!
In fact, the problem is even worse. Even before yielding, you have an uneven clamping force problem. The left-hand side of the case is floating. The right-hand side of the case is compressed. Preloading the support system is a GOOD thing for longevity, but this doesn't happen very well on the left-hand side.
That said, people have pushed 200, 300, 450, and more HP from type I based VW engines, with a factory VW case. Some have put out 200hp in reliable "hot street trim" and logged many miles.
It is 100% possible to push gobs of power through a T1, but longevity does go down. More important than the peak HP number is the actual duty cycle. A street car cruised at 65mph all day with turbo that could push 300hp will last awhile. However, a little 1914cc pushed at 85-90mph all day long will die. No matter how you cut it, the duty cycle of a long-life (like a normal car) T1 engine is about 30-35hp. If you have a limited mileage application, you may not care. But, to build a truly reliable street machine, it won't do. The undercooling heads are another big reason why, and no aftermarket T1 head has addressed this problem (look at a stock T4 head for comparison).
I've never seen anything published on strength of the VW Elektron material, but I have personally machined plenty of different aluminums, and some VW cases. I can tell you that a T-1 VW case seems more brittle, but also stronger than the typical cast and heat treated 356 aluminum, but not by am awful lot.
Elektron - that's the name! Thanks for the memory jog. It became known as Magnesium AS41. The yield strength and fatigue strength (a VERY important number for bearing saddles) are a bit low compared to 356-T6. AS21 has a higher fatigue but lower yield strength than AS41.
I also find it very interesting that I can't remember seeing one T4 powered VW dragster, Pro Stock, or Pro-Mod at the VW races out here on the west coast.
It's mostly a logistic problem. America loves drag racing. Europe doesn't care all that much. In America, the dominant beast on the market for power is the T1. In Europe, it was the T4. This is one big reason.
The other is longevity. For a drag race, who cares if the engine can live 10,000mi or more? Why spend the money and weight on a T4 engine when the T1 can give the same power, although it may mean a new case every season?
Now, for street/track racing, the T1 has been known for quite some time to be inadequate... the T4 is needed. This is one reason why they are used so much in Europe...
Take care,
------------------
Shad Laws
LN Engineering
http://www.lnengineering.com