Club 80-90 Forums

That is a thing of beauty

Syncrobaz wrote:Ash tray ?????

Hang your head in shame

Things have been held up due to a camshaft manufacturing cockup that has now, finally, been resolved.

Hopefully I will be back on this one next week...

silverbullet wrote:Things have been held up due to a camshaft manufacturing cockup that has now, finally, been resolved.

Hopefully I will be back on this one next week...

Goody, goody ....I can't wait!
The anticipation I have watching this thread to unfold, is even worse than wating for the next season of 'Game Of Thrones' to air!!

You know nothing, ...John Snow!'

silverbullet wrote:Things have been held up due to a camshaft manufacturing cockup...

Sorry for the thread Hijack, who would I need to talk to about having a Camshaft made up for a TDi? Not your usual 'more lift/duration' job, something a little bit different...

Dave.

Just back from a couple of weeks in La Belle France. Good to see things moving forward. E mail coming your way tonight Ian with a bit of "project management" stuff in it!

Ok. I have been pretty busy all round, had to have an epic tidy up in the "engine room" and around the works generally, we were climbing over things...not good!

Nice and tidy in the engine assembly room again



Must get rid of the blackboard...

A blackboard is a awesome thing to have! Gotta keep it!

Chalk = dust. Not good for bearings. Whiteboards make far more sense. Just like in hospital wards

Dremels are toys

I am amazed at the Oettinger approach to crankcase clearancing, it seems that they went for the "carve plenty out" & "just grind that off" approach by the time they got to my engine (#53)
On this and subsequent 2.5 builds I have elected to go for the more detailed "remove enough, but no more" method.


I have also done a little de-flashing inside and some detail work to remove sharp edges that could all adversely affect windage and oil drain-down. It only takes minutes but its worth it, especially if it prevents a stray bit of casting flash becoming detached...

Good day on this one. The rotating assembly now comfortably clears when trial fitted in each half (using my 2500 crank, rods and old pistons)
Next step was to make a fixture to hold the rods, so as to machine them each end as per Oettinger (lightening and clearance)


An hours' CNC setting and machining will see them ready to hone and then we can start building!

I have gone right off using ARP Chevy rod bolts for the following reasons: the fit is excessive so they stretch the big end and make it out of round even when reamed to the correct size; the location diameter is in the wrong place so the cap and rod are actually worse located for using them; they are bulkier than the VW ones so make even more clearance problems.

I will stick with new 9mm VAG ones thanks all the same: I am convinced that all con-rod failures are down to lack of a proper oil cooler, not simple mechanical fatigue.

Well impressed with the detail and care Ian.

Thanks. Its all in the details Pete, I take pride in my work and don't want any job coming back to haunt me.