Club 80-90 Forums

Apologies for the current delays for anybody waiting for a bell housing. I ordered a batch at the beginning of April, and both the foundry and the machinists have let me down by totally failing to meet the times they predicted they would get the job done by. When I ordered I had what seemed like a reasonable amount from the previous batch still in stock, then I sold more per month than ever before in May, resulting in running out.
I try to keep all of my products in stock all the time, and although I understand it's annoying for anybody who is waiting, I think I have been out of stock of bell housings only about three or four times in 4 1/2 years. This totals maybe 4 1/2 months, 3 months of which is the current delay. I don't think that's too bad a record, espscially as the current delay is totally beyond my control. Unfortunately what is a big order to me is tiny to the companies which have the capability of making my bell housings. They wil be making many times that amount of many parts every week for their big customers. Guess who'se orders get pushed to the back of the queue when those big customers want things done yesterday?
I visited the machinists yesterday, and they are half way through machining the current batch. They have promised that some will be available by the end of this week. I will be e-mailing everyone who I know is waiting for a bell housimg today.

Jimmypatch - I disagree with your choice of words. Causing a current inconvenience by not having bell housings unavailable - yes, I admit I'm guilty of that, and apologise for it. However, I doubt very much that you will find anyone in the Subaru conversion industry who is more helpful and dedicated than me. For instance, who else would:
1. Spend about 2 hours on answering general engine diagnostics questions to two different customers (not Subaru specific - such as how to check for fuel and sparks to find which cylinder is misfiring) on a Sunday whilst trying to make progress on my own VW projects?
2. Help approaching 20 owners of conversions which I have sold few or no parts for to fix wiring faults in harnesses caused by whoever wired them, for free?

If you want to use a 200 or even a 210mm clutch on a 280bhp engine that's your choice. Regarding gearbox strength, I have a customer running high 10 second 1/4 miles in a full weight Beetle on slicks with a pretty internally standard box (just a different diff). He's only ever had one problem with a failed synchro in about three years of racing. I don't know the bhp of his engine, but I'd have thought it would be around 300. Driven sensibly, 280 bhp through a bus box which is in good condition is possible. I emphasize the 'driven sensibly' and 'good condition' bits though.

Regarding JDM (Japanese spec) harnesses, unless I see a potential market for doing a lot of the same spec harnesses, when I am flat out doing harness work (which I nearly always am), then yes, I'm not especially interested JDM spec ones. The same applies to USDM (US market) models.
I know the JDM only version 1 and 2 STi's pretty well, and have created my own diagrams of them, so doing more of them is no problem. However, unless people want to pay me by the hour for the actual amount of work that goes in to doing a JDM harness which I have never seen before, it's not worth my effort. A JDM harness which is new to me could take anywhere between 110% and 400% of the time taken for a similar EDM model, and I don't know where in that range it would come until I have finished the work. Any EDM harnesses from 1990 - 2008 I can give a fixed quote for the work on as long as they are pre CAN bus (the same applies to some Australian market harnesses).

RJES,

I'm sure most understand the situation and try to plan ahead a good bit. A custom cast and machined component these days... well, anyone knows the state of engineering in UK, just getting a simple lathe job done, certainly in the South... the rush jobs that those engineering shops jump on are as you say, bigger customers, frequently military (rush, rush and medical)... say no more!

When things quieten down for those few foundries left, you can maybe 'remind' them how badly they let you down... but knowing the industry here now, it's not as if you can go down the road, let alone around the corner and stick your fingers up to them. Been there, and waited, and waited myself.....................................................

Situation is quite different in the US, always has been, with a much, much larger customer base and still machine shops and someone happy to do the work around many a corner.

As for looms, many I know appreciate your time and free advice, as well as attention to detail in what you do.. it cannot be an enviable job (nor no doubt particularly rewarding), once you've done half a dozen or so, I bet you dread every next one

Just so's you know

It wouldn't be that difficult to find an alternative suppliers, but there is a lot of background knowledge of what has gone in to casting and machining the bell housings, and I don't have time to go through that all over again with different suppliers, at least until a few new products are finished. I also suspect that the situation would be no different with different suppliers, despite them possibly promising it would be up front. Most keep their expensive machines busy with regular repeat work, and freeing them up for a week fo do a batch of components for me will never be a priority. It seems I need to order new batches almost before the previous batch arrives, in case the batch takes far longer than it should.
You are right about wiring harness work. They are only interesting if they contain new features which I have not seen before. Other than that, it's very boring work!

I would like to say Richard has always been helpful with any problems i may have had. It is ok getting stuff from the USA but if you order the wrong part it is not viable to send it back. It is ok to get something from this country but if you don't get any help or responses to your emails from the supplier it may as well be in the USA. We are not dealing with off the shelf here really are we???????????????

Hi all
not posted for a while (sorry)
Firstly i did not want to cause any offence to RJES. The engine mount that i bought from Richard is top quality
For me personally I could not wait 3-4 months for the bellhousing I had to get things moving.

OK the flywheel and adaptor plate from TSR are also very well machined to exact measurements I could not beleve how well they fit.
i had to cut the adaptor plate as it was not designed for the twin turbo and catches in 3 places so out the came the angle grinder
Today I finally bolted it all together for a dry fit just to see where things sit and to do some measuring up for the coolant pipes turbo pipes and intercooler.
After much racking of brains i have decided to keep the original intercooler. this means I need to duct in air and I need to chop out yet more body work. the shelf/bulkhead behind the rear seats needs to come out lets hope it's not too structural!!

As for the 210mm clutch time will time I suppose.......... I'll get some more pics on soon

The engine is now in. went in with out many hitches. I took some pics and will post later. All the coolant pipes are in place, just need to plumb in the fuel pump and give it some power!
I don't have a petrol starter motor at the moment so thats the next purchase and hopefully the last.
pics to follow.

How are you going to make it stop?

I would imagine he will use brakes as this seems to be the best form of stopping invented so far.

Wolfsburg Willy wrote:How are you going to make it stop?

Soon as you say scooby conversion everyone thinks ya gonna go everywhere flat out ! Standard brakes are sound, its just you get upto normal running speed alot faster!

Errr.... if you're not going to drive any faster, or should we say in a 'spirited manner', then why fit the scooby in the first place? Having only an mTDi in my van which I drive around in typical 'Old Git' mode (mid-fifties; Oh the passage of time!) I have to say that the brakes, which I keep very well maintained, are not the best. Bearing in mind that you will not be "going everywhere flat out', your rate of acceleration will increase (or why else fit a more powerful engine?) which in itself won't matter in a straight line; you're not likely to be braking a lot. However, if you are pushing on along a twisty road, say in mid-Wales, you will be using the brakes a lot more; standard pads/linings will tend to fade, brake temps increase with possible brake fluid temperature problems etc. It's too late when you get to the 'Ooh Err Missus' moment and your pride and joy attempts to negotiate the nearest tree, or worse.
If you want to see how your brakes are required to dissipate additional energy when stopping a vehicle from greater and greater speeds, substitute 30 and then 60 for V in this equation; E=MV2... it ain't linear! What other reason is there for such a big aftermarket in such things as drilled/vented discs, specialist friction materials and high capacity calipers?
Other factors are at work as well; most of our vans are pretty old by now. Unless you have replaced the complete braking system and filled it with new brake fluid, it won't even be performing as standard, ie the day that it received Type Approval, so you are starting from a point below base line performance to begin with. What condition are the dampers and springs in? A heavy brake application with below par suspension can seriously decrease braking efficiency due to the front end 'diving' resulting in little or no weight on the rear wheels and subsequent loss of up to a third of braking capacity. My comment comes by way of a caveat, not a criticism!
Years ago, as a 'wet behind the ears' apprentice I was told "any fool can make them go faster; it's stopping them that's the trick"! It's stuck with me to this day.

It's up hill that you notice it. In convoy with Dwayne cruising at 70mph if you come to a hill the 1.9 DG will fall way back where as the Scooby maintains a constant 70mph it is still possible to over take aswell.

As for brakes i put on new discs/bearings, pads and braided lines before my conversion. It can be scary at times but no more than in a 1.9. 2.5 tons of VW aint ever going to stop on a sixpence.

Wolfsburg Willy wrote:Errr.... if you're not going to drive any faster, or should we say in a 'spirited manner', then why fit the scooby in the first place?

Fotr the exact reason Peperami put up it has loads more tourqe!!!! The ease to not have to change down to second on hills, better mpg etc etc !! My brakes are fine i drive at normally about 65 70 on motorways!

Oh and im a fully qualified mechanic so do know what im doing !

"Oh and im a fully qualified mechanic so do know what im doing !"

And i'm not

I was a fully qualified mechanic but I've forgotten everything.... it was a long time ago! I get the Wife to fix everything now!!

Well the engine is in. the coolant pipes are on. I fitted the petrol slave cylinder mount, and the bloody clutch wont budge it just stays solid!!!
so I took out the engine AGAIN at lunch to look at the clutch (only took 15 mins) I think theres a problem with either the clutch line or the slave. its really anoying but at least the clutch is in right.
i'll put some pics on.