for questions and answers about alternative power transplants on the T25, GTi, Porsche,Subaru etc, this is the place. You must register to post but anyone can read.
Made a new "super duty" oil pump cover for the 30mm type 1 pump today, from 3/8" steel stock. Quite pleased with it.
Surface ground multiple times on both sides to remove the milling stresses and this guarantees flatness.
This allows use of a standard engine bearer (the Oettinger ones had quite a bit of the central web milled out, to clear the special Type 4-style pump)
Thanks chaps! I'm not doing this to show off, just trying to do it right and address the engine's flaws to give it the longest life possible.
Had a result this week: the loan of a genuine wbx6 aircon compressor mount from a contact in Germany
I'm not sure that its really necessary (especially after I modified the other one) but I'm hoping to get a couple cast off this pattern, just in case.
Looking forward to the first time start up - you should have a look at doing a live link! You’ll have to let us know if your going to take it to any local shows as would be great to see it
Camshaft is still a problem part, if it wasnt for that the case would be closed up and I'd be sorting the loose valve guides by now!
I must find time to finish the cam blanks, its a fair bit of work before they go away for final grinding and its 12 weeks lead time...
300CE wrote:Looking forward to the first time start up - you should have a look at doing a live link! You’ll have to let us know if your going to take it to any local shows as would be great to see it
+1 can’t wait to hear it. I bet it sounds as sexy as it shines! Will it be the only one in the country?
Only one in the country? Possibly the only on in club8090 syncronauts, it was pretty much singular when Dave had it in his Multivelle.
The reckoning is that about 500 wbx6 engines were manufactured, about half of them survive. Early examples like this one had a habit of stripping the teeth of the cam drive gear, whereupon the crankshaft would smash the camshaft to bits as they have "interference" timing, unlike the 4-cylinder, and this would often wreck the casing.
Thrown rods are also a problem but mostly due to neglect (and poor build quality practices in the case of the long stroke 3.7)
When I mentioned the 2500E to my tame Oettinger contact, he said that most of those went *bang* too!
The usual problem was conrod failure, caused by Oettinger's crude clearancing work: grinding the shoulder off the big end bolts to clear the camshaft, rather than notching the cam. The rods develop a split as the cap fails around the bolt...
Also, they never fitted an external oil cooler, so when combined with the extra performance...they didnt last as well as they could have done.
Wow even rarer than I thought! Thanks for the info/education, I’m fascinated by it....can’t say I understand it all but I still enjoy reading it so thanks again. On car and classic at the moment there is a SA bus with the same ( I think)3.2 wbx. If I thought I had the skill set (and the money) I’d be all over it! I did casually drop it into a conversation with my better half and I got a look that told me all I needed to know! So I’ll have to keep reading here, pretend to understand it and occasionally go ooooh shiny! Have fun with all that torque when it’s up and running! I’m excited just to hear it!
I think that I have found an exhaust concept that could work well on this engine when fitted to the syncro.
Potentially maintaining ground clearance, departure angle and with a double pass silencer added each side, would also be quiet and refined.
All of which are important.
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So I’ll have to keep reading here, pretend to understand it and occasionally go ooooh shiny! Have fun with all that torque when it’s up and running! I’m excited just to hear it!
