2270 Build Thread |
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2270 Build Thread |
McMark |
Feb 4 2014, 12:00 PM
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#21
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914 Freak! Group: Retired Admin Posts: 20,179 Joined: 13-March 03 From: Grand Rapids, MI Member No.: 419 Region Association: None |
I'm building this 2270 and I thought this would be a good one to document. I'm going to try and cover every little aspect of the build, although I'm not necessarily going to break down every process into a step by step.
I'm starting with a 1.7 'W' case. I did a quick line bore check and it's a nice STD case. But more on that later when I actually measure the line bore accurately. Case Preparation - In this section I'm covering all the modifications and inspections to be done on the bare case. Threaded Gallery Plugs, Resurface Oil Filter Mount I used my slide hammer setup to pull the original gallery plugs. I'm just doing the 'normal five'. In this picture also shows the oil filter mount face - I pull the studs and true the surface up to ensure a good, leak-free seal. HV Oil Pump I have a Schadek oil pump that I've cut in half to mark the case for 'port matching' the oil pump. The ports on the case are smaller than the oil pump, so this simply eases the transition. I use a carbide cutter for aluminum in a pneumatic die grinder to carefully open up the holes. Cleaning Stud Threads I chased all the M8x1.25 studs on the case. This eases installation, but also ensures more accurate torque. Any fastener that has a specific torque value should have clean threads. The rust/dirt/sealant/etc on the surface will make the fastener harder to turn, which means you're getting a slightly false torque reading. You'll see the head studs have all been removed. I don't use a tap or die to clean the head stud or the case threads because I've seen this result in loose head studs. I don't touch this parts of the case, and I use a wire wheel on the bench top grinder to clean the threads without risk of removing material. |
Dave_Darling |
Mar 23 2014, 11:27 PM
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#22
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914 Idiot Group: Members Posts: 15,048 Joined: 9-January 03 From: Silicon Valley / Kailua-Kona Member No.: 121 Region Association: Northern California |
I think a lot of people come into this with expectations set by engines like the Small-Block Chevy. But that's a real case of apples and oranges.
The SBC has been around for approximately ever, and has received development by GM and the aftermarket throughout that whole time. Approximately eleventy-zillion of them have been made, as well, so parts can be made in large lots and the prices can be pretty low. The VW Type IV was used in the later Bus, the 411/412, and the 914 (and 912E). I think that's it. Not very many, compared to the SBC. Development by the factory was done by the mid-70s. The aftermarket was never huge enough to support large numbers of shops doing intensive development after that, either. More-advanced parts tend to be done in very small batches, and the market for them is small as well, so they have to be priced high to even get made. So yeah, $10K can get you a couple copies of a 500 HP Chevy motor. (Or more, I haven't exactly done real research here.) But when the parts used to build the high-powered Type IV are built in such small numbers, they're going to cost a lot. There are technical issues as well, such as the difficulty of radiating more heat from an air-cooled motor without redesigning the cooling fins, versus the ability to just stick on a bigger radiator, and more. The differences are there, and almost every one means the Type IV engine will be more costly to build than the Chevy. --DD |
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