Polo motor build for junkyard coupe 58367

[roy mawbey]

Justin,

This is not the easiest of jobs, takes a lot of thought to get it right and it has to be right!! I have been wondering how this engine was coming on but guessed? the Convertible D took up all your time .
This work I find most interesting!

I give you Christmas day off !!

Roy

[JTR70]

Hi Roy, Sorry for the late reply, I hope all is well with you especially during these trying times. Towards the end the D was taking all of my spare time but all is back to normal now. All of my personal projects take way too long but its all I can do. Thanks again and stay well! Justin

[JTR70]

Shafts and coupler shortened to needed size:
Bill had these knocked out for me several weeks back but I was just back in town and able to swing by and pick them up a few days ago. The shafts where too hard for his cutting bits so he had to rig up a holder for a cutting wheel. Had I known that I would have just lopped them off myself and saved some money in set up time but its all over now.
Mocked up and it all now fits together putting one more item on the "to do list" to bed.
Reconfiguring the scavenger tube next. Its flipped around here for a quick example. In the end it must be as centered in the sump as possible. I have to order a screen and sump plate first so I can dial in the tubes final configuration. Ordered those parts today.

Thanks for looking!
Justin

[JTR70]

Dean sets up his motors to utilize a standard VW type 1 sump cover and slightly modified screen assembly.

He was nice enough to send me a few shots on what he does to prepare them for use in his engines. He's pointing out a slight depression he punches into a stock cover to gain the needed 8MM clearance needed from the tip of the scavenger tube. The sump screen on the upper right has already been modified and is ready to go.

The screen has a bottom and a flange that needs to be removed.
The VW aftermarket is rich in racing and trick parts so I went shopping for something a little more special than the stock steel stamping. I settled on this really nice billet unit from Jaycee. I really liked this removable magnet feature. I'm building a new pick-up tube so the final distance from the surface of this new plate will be set at the 8mm later.

Looks good on there but more importantly it provides a little more protection with its magnet feature versus a stock unit. Waiting on the screen assembly.

Thanks for looking!
Justin

[JTR70]

Scavenger tube mock up:
Modifying the existing tube to center with the new sump cover. It has a 90 degree bend in it but the final part has to turn quicker as it still wants to over shoot the center of the cap.
Not only does it have to bend more but it also has to jog outward to hit "center" on the later aspect. To do this requires cutting it in half through the bend and rotating the lower section to swing outward the needed amount. A trick I had to learn when I built the hardline system for the oil cooler all those years ago.

I'll need a new section of tubing to build this piece so I was running through my mind on finding a tube supplier and then how I was going to get a nice mandrel bend over 90 degrees without the added expense of bender for this one time deal etc. As luck would have it I found a supplier that offers alloy elbows in the right 25mm OD and with a nice 120 degree mandrel bend. It will still need to be cut and welded to gain that lateral jog needed but a lot of my problems are solved with this new piece. I'll know more once it gets here.

[roy mawbey]

Justin, how lucky was that! the internet is so useful sometimes. Makes me wonder juist how I managed to get things sorted in the late sixties getting parts for the 356 and finding out how to fit some of them when my workshop manuals just missed the point I was looking for! Hope the cut and weld goes okay when the part arrives.

Roy

[JTR70]

Agree Roy, pretty much everything you need or can imagine is right at your finger tips today. I realize the powers that be are pushing the sun to set on the internal combustion engine but that aside these really are the good old days as far as the car hobby in general goes.

[JTR70]

New scavenger tube:
New section arrived with the much needed 120 mandrel bend. The ad photo showed it on the short side and it was a bit concerning but what came is more than long enough.

Taking my time and cutting in stages to make sure I don't too much off.
Cut to final length on the pump side and am ready to cut it through the lower part of the bend so I can rotate downward and centered in the sump.
Cut and rotated for the needed jog down through the center of the mock up strainer.
I now have my needed tube shape. As you can see I burned that strainer in the process, glad I ordered two. Getting the tube TIG welded back together next.
Thanks for looking!
Justin

[JTR70]

Scavenger tub complete:
Tube welded back up and now ready to be cut to final length.
Cut to final length. Dean recommends 5/16 or 8MM from the tube end to the sump plate.

Done! Just has to be epoxied to the pump housing.
Smoothed out a couple of small nubs along the inside of joint to finish things off. Next I have to mock up the rotating assembly to make sure the rods will clear the top of the pump housing.
Thanks for looking!
Justin

[JTR70]

Checking for rod and oil pump clearance.

This motor is running an 82MM stroke crank so I was told by Dean to make sure the rods will clear the top of the pump housing.
Only have to mock up the front 2 rods. Really fun assembling shiny, new precision parts; a real novelty in my normal rusty and dirty world. This crank was set up for Chevy 350 rod journals BTW.

Only snugged together with a bit of assembly lube for this mock up.
Crank resting in its cradle on new main bearings. My checklist of "to do's" on this bottom end before final assembly is getting short.
Inner rod clears with the end of the housing ...
And so does the outer rod. I understand that there will be some expansion from centrifugal force as the engine spools up so I didn't know if this was going to be sufficient clearance. BTW: my steel intermediate plate there had its corner chipped off during the output shaft shortening Ugly but I can't see it hurting anything performance wise.

[JTR70]

Largest feeler gauge I had was this standard at 25 thou.
The inner rod brush by it perfectly while the outer rod didn't contact at all. So I had a baseline of 25 thousands, was it enough? After forwarding what I had found onto Dean he said that the magic number was going to be at least in the 40 thousands range.
Since the pump housing has never been cut for clearance before I have plenty of meat for a 15+ thousands shave off the top. I'll have Bill remove as much as possible to ensure ample space.
All I have left (I believe) is to change out the main shaft drive gear to this straight cut version I bought some time back. I'll need Bill's help to pull that front sprocket off for me first. Getting closer...
A shot Bill sent me of the unit just after milling. He had to create a mount to both secure it and locate the center of the housings arched profile shape. Some of his set ups and the things he has to determine before cutting still blows me away at times.
Thanks for looking!


Justin

[roy mawbey]

Yes its all coming together Justin. A lot to think about but good Dean is in the background ready to listen to your comments.
Roy

[JTR70]

Thanks Roy! oh yeah, questions come up all the time but Dean is right there when I need him.

[JTR70]

Oil pump housing machined for needed rod clearance:
Bill finished out this housing along with a few other things for me last week.
I was looking for at least 15 thousandths worth of additional clearance as Dean recommended. Bill felt we could take comfortably take off 20 thousandths without compromising the top of the housing. Should be no issues with rod clearance now.
This finally completes all the needed modifications to the oil pump unit itself. JB welding the pickup tube into final position before I reassemble this thing for the last time.
He also machined off the flange and base plate of this VW sump screen completing the needed modifications to work with this engine. A much cleaner end result versus me trying to grind all of this off with a cutting wheel.
This officially completed my sump plate assembly. Getting things checked off the list.

Thanks for looking!
Justin

[JTR70]

964 Lower cylinder air guides :
Began cutting down 3 into two for my purposes.
Since the pattern just repeated itself removing an end could not have been more easy and straight forward. Carefully filing the last of the remains down flush here.
4-cylinder versions now.
Wasn't drama free on this side of the block. The shields need to slide back a few MM's more to center over the cylinders and to align with the pretapped mounting holes.
To gain the needed clearance I need that notched profile (arrow) to simply continue on down further to about that red line. This case half is over at Bill's now for this procedure. At least the other side of the block clears fine.

[JTR70]

More little stuff in the done column
Bill dropped that machined relief down just a but more where needed
Shoulder of the deflector fits in there nicely.
Lower shrouding fitment complete.
Drive gear changed out. Needed Bill's hydraulic press to get the outer chain sprocket off to do it.
A bit of list to check off but this lower assembly is just about complete.

Thanks for looking!

Justin

[JTR70]

Oil pump and shaft To do list getting very short.
Ready to install the new scavenger tube in for good.
Tube oriented and left to set overnight.
Dean stressed that the tube be centered as close as possible. Close enough...
I had chain rail clearance issues with the shaft sprocket on the other side which turned out to be an incredible can of worms before I got it all straightened out. I feared the same issue with the other side so I mocked it up to see what kind of clearance I had if any.
Finally caught a break with all this and found no clearance issues with the end of this guide and the chain. Very nice to put this one to bed.

[JTR70]

Oil pump, intermediate shaft and sump assembly completed.
A very long list of modifications but its all finally complete.
Pump modifications included housing machining for rod clearance, input shaft shortening and new pick-up tube. Pump gears where turned around to run on the "newer surfaces" as recommended by Dean.
Intermediate shaft was also shortened along with the supplied coupler. VW sump screen modified to work with this engine.
And the final change was to a straight cut gear. A long involved road but this lower assembly is finally complete. Onto the next deal.

Thanks for looking!
Justin