The T3200E thread

[silverbullet]

Spotted and rectified at the last minute, wood/trees and all that...interwarmer hose was too close to the exhaust header for comfort, so off it came again and heat reflective sleeving applied.

[silverbullet]

While I wait for Think Auto to get their shizzle together and deliver oil cooler fittings (ordered two weeks ago) I find myself trying to work out the crankcase ventilation/oil seperator pipework.
This means fitting the 90A alternator, which I then discover fouls the inlet manifold. So I "clocked" the rear housing 90 degrees to get clearance and now the regulator brush pack can be swapped in-situ
The charging cable connections are also still easily accessible.

[DoubleOSeven]

Nice to get to the regulator, the untimely death of many a alternator unnecessarily. The heavens have opened but Club 80-90 are still building engines

[philmcC]

Best of luck with the first start Ian. It looks absolutely great. Looking forward to seeing pics!.philmcC

[silverbullet]

Finally got a delivery of parts for 2x remote oil filter & fan assisted coolers. Incomplete, but most of it is there and enough to get this thing plumbed before it goes in. There is no space to work once it has been installed.

[cobblers]

Strewth, that's a lot of threaded joints to get right!

[silverbullet]

Aeroquip push fit, so easy to use!

Simply lubricate the barbed fitting with a little oil, hold it in a vise, put the hose end in boiling water and shove it on. Angles can be tweaked even after its all cooled off.

[silverbullet]

So this is the end for this engine build topic. Its as complete as it can be, the last few crankcase vent hose details will be done once installed in the syncro, which has its own topic.

[silverbullet]

Closing update. The engine was fitted as per last post. It has run, idles nicely, mixture still to set up and some final details regarding coolant tank location to be decided. The van moved under power for the first time a few days ago.
Oil cooler installation to follow, that might be a bit tricky due to aircon plumbing behind the rear light in the n/s D post and I intend to convert the cooling system to a later fishbowl header tank as there is no space for a burp tank.

[clift_d]

Could you maybe follow up with your impressions re its performance once you’ve had the chance to take it on a couple of proper runs? Also, I really think we’ll need to see some video with sound.

[silverbullet]

Will do. Its actually very quiet when revved, a bit beefier than a good DJ, more like a healthy wbx with a Speedshop system really. I wanted it civilized for long journeys.

I finally remembered to do the maths regarding compression ratio after cc'ing the heads years ago, which should give an indicator as to its likely performance.

The standard 3.2 S used to return 175PS and 275Nm; its now got a warm cam, lightly ported heads and a slight increase in compression which should make for a silky 190PS and closer to 290Nm if the cylinder filling efficiency has improved

viewtopic.php?p=8336332#p8336332

[silverbullet]

Epilogue.

The wbx-6 has many unique parts. The engine itself is the least of it, the external control systems also use special application parts:

The EFI ECUs are all L-jetronic (Digijet) with or without lambda correction, combined with a catalyst. No lambda = no cat.

ECUs have plug-in EPROM chips specific to the application, however after testing it would seem that the 3.2 uses injector duration tables that are near-identical to the DJ, which is useful as an emergency get-you-home option. The pinouts are the same bar the lambda input, so they are interchangeable.

The AFM type also depends on the "cat or not" spec. It looks like any other wbx AFM. The cat/lambda type is unique and has a special part number beginning B...it has no VAG part code.

The Distributor is a DJ type with vacuum advance and retard control.

The idle air valve controller is unique, with a VDO part number in the same sequence as equivalent DJ units, ending 005 l. It has no VAG part number.

The throttle body is from an Audi 200 turbo (Motronic) with external switches in the same vein as a GW engine (the early efi 1.9 with a DJ style distributor)

Otherwise, the 3.2 is basically a DJ with two more cylinders, the 3.7 being an overbored (98mm) and stroked (82mm) as per the T2500E 4-cylinder.

The common ancestry of the 3.2 control systems to those on the GW engine is curious but also understandable as afaik Oettinger/Okrasa developed the 2.1 from the first 1.9 wbx engines.