1300 cc turbooxyboxer
Posted: Thu Dec 03, 2009 11:20 am
Bare with me after reading this title,I'll explain the plan behind the madness.
As you can see in the forced induction part of the site we have campaigned a 1200 turbo engine this year and it was quite succesfull. We ran a best of 15.25 in the quartermile in a 850 kg car including driver. The car was still driven everywhere (550 km trip was the longest). We went turbo because it's the cheapest way of going fast and took the 1200 because it was the only engine we could get our hands on. The bottem end remained totaly stock , unopened and unknow history. It was fun but we know it's gonna break, there's a weird knocking noise in it at stationary which disappears when the revs go up.
Being a lowbudget team we looked to build a new engine that would stand all forces we throw at it and be expandable in future years. We have a yearly budget so every winter it's choppingtime.
An old wasserboxer laying around sounded like a cheap base, we have the abbility to do some machining ourself and do the rest at a cheap rate so...
Why a 1300? The turbosystem is designed for a very small displacement (piping diameter, turboflowcharacteristic, throttlevalve) and we want to use it all again for now. The standard 69 mm crank from a wbx gives 1300 with the 77 mm cilinders from a scraped 1300. Some standard rods and the dual port heads we we're already using. These are now converted to twin spark and will be controlled by a dta enginemanagement system in my possesion. Fuel is a propane/butane mixture (lpg) available in europe at some pumps. It has a octane rating of 110+. That's we had so much power. It's far more easy then making carbs boost sensitive to, walk in the park. The fuel never go's to liquid form either.
Now for the oxypart, I'll give you my plan of attack and hope for some usefull input.
We have a running 1900 wbx. it's the late case engine, we had 1900's all the way through. Open the engine up and check what can be reused. if possible we reuse crank, main bearings, flywheel( fits beetle trans), oilpump.
New parts will include fk 41 cam with 1.25 rockers with new bearings. Case will be converted to type 1 lifters probable with standard lifters because of cost.
New bearings on used 1300 rods.
The waterjackets will be milled away and the studs relocated to type 1 pattern. Aluminium rings will be turned to fit the 1300 cilinders in the case, deck can be adjusted by the combination of these rings and machining of the bottem of the cilinders. Aiming for 1.2 mm deckheight
This will make compressionratio about 7.4.
Heads have been cleaned up in intake and exhaust and will be machined for dual springs.
We will try to use standard pushrods made to lenght.
A sandwichadaptor will be used between the case and the oilfilter for oil to the oil cooler The cooling will be done by a type 1 oil coiler placed in a type 1 fanhousing. We will make a mount for this that will place it right and feed the oil in the same time.
The turbo oil will be taken by the pressure sender location and return is where the fuelpump used to be.
some questions to get the advise started.
I hear the pulley sits further out of the case on an oxy in relation to a type 1. How do you deal with this when mounting the type 1 cooling tin.
Will the standard 5 bolt flywheel arrangement hold up to dragracestarts with something of 150 hp?
what do you think about the camshaft.
And yes, all of this is for real and must be up and running before summer starts so we can burn rubber again.
greatings
jesse
As you can see in the forced induction part of the site we have campaigned a 1200 turbo engine this year and it was quite succesfull. We ran a best of 15.25 in the quartermile in a 850 kg car including driver. The car was still driven everywhere (550 km trip was the longest). We went turbo because it's the cheapest way of going fast and took the 1200 because it was the only engine we could get our hands on. The bottem end remained totaly stock , unopened and unknow history. It was fun but we know it's gonna break, there's a weird knocking noise in it at stationary which disappears when the revs go up.
Being a lowbudget team we looked to build a new engine that would stand all forces we throw at it and be expandable in future years. We have a yearly budget so every winter it's choppingtime.
An old wasserboxer laying around sounded like a cheap base, we have the abbility to do some machining ourself and do the rest at a cheap rate so...
Why a 1300? The turbosystem is designed for a very small displacement (piping diameter, turboflowcharacteristic, throttlevalve) and we want to use it all again for now. The standard 69 mm crank from a wbx gives 1300 with the 77 mm cilinders from a scraped 1300. Some standard rods and the dual port heads we we're already using. These are now converted to twin spark and will be controlled by a dta enginemanagement system in my possesion. Fuel is a propane/butane mixture (lpg) available in europe at some pumps. It has a octane rating of 110+. That's we had so much power. It's far more easy then making carbs boost sensitive to, walk in the park. The fuel never go's to liquid form either.
Now for the oxypart, I'll give you my plan of attack and hope for some usefull input.
We have a running 1900 wbx. it's the late case engine, we had 1900's all the way through. Open the engine up and check what can be reused. if possible we reuse crank, main bearings, flywheel( fits beetle trans), oilpump.
New parts will include fk 41 cam with 1.25 rockers with new bearings. Case will be converted to type 1 lifters probable with standard lifters because of cost.
New bearings on used 1300 rods.
The waterjackets will be milled away and the studs relocated to type 1 pattern. Aluminium rings will be turned to fit the 1300 cilinders in the case, deck can be adjusted by the combination of these rings and machining of the bottem of the cilinders. Aiming for 1.2 mm deckheight
This will make compressionratio about 7.4.
Heads have been cleaned up in intake and exhaust and will be machined for dual springs.
We will try to use standard pushrods made to lenght.
A sandwichadaptor will be used between the case and the oilfilter for oil to the oil cooler The cooling will be done by a type 1 oil coiler placed in a type 1 fanhousing. We will make a mount for this that will place it right and feed the oil in the same time.
The turbo oil will be taken by the pressure sender location and return is where the fuelpump used to be.
some questions to get the advise started.
I hear the pulley sits further out of the case on an oxy in relation to a type 1. How do you deal with this when mounting the type 1 cooling tin.
Will the standard 5 bolt flywheel arrangement hold up to dragracestarts with something of 150 hp?
what do you think about the camshaft.
And yes, all of this is for real and must be up and running before summer starts so we can burn rubber again.
greatings
jesse
the type2 holds up! 
