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March 21st, 2016, 05:27 PM   #1
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I Drive: 78 VW bus, stock 2.0 with L-Jet
My Project: 70 Single Cab, 2160 turbo EFI
Turbo scab project

I've been driving bay window buses for as long as I've been driving. My dream vehicle has always been a VW pickup. Well I got the opportunity to snatch one up and took it. I've been collecting parts for about a year now and am ready to begin.

The vehicle in question:


The engine thus far:

It's an aluminum super case. Some machining was necessary to get it ready. The decks were not square so I had it decked. The case is not machined properly for the distributor drive so I had to take some material out there. Also a tiny bit had to be taken off one of the cam bearing saddles for clearance.

It contains a DPR 84mm crank, balanced along with the flywheel, which is wedgemated. It has Scat H-beam rods. The cam and lifters are from Jason at Paradise Motorsports. The cam is not too wild, just a little bit bigger than a 110. I'm using AA 40mm intake 35.5mm exhaust heads that I ported myself. I also had a friend unshroud the valves. I'm using EMPI 1.25 ratio rockers.
The pistons and cylinders are cima, forged 90.5 'b' pistons. I'm using Grant chrome top rings and totalseal seconds.

Sequential fuel/air and spark will be via megasquirt and a turbo.


Throttle body is a 2 incher from a saturn found in a junkyard. It has the tps and iacv on it and they are GM which is good.


Intake manifold is an old holly bug spray that I will have to modify a little. It's really close though.


It's gonna have coil on plugs from a 1.8t vw engine.


Map sensor is also from a 1.8t and I got a weld-on bung that I'll weld to the charge pipe.


Cam sync from CB:


Injectors are 30lb bosch red tops originally fitted to the ford thunderbird and GMC typhoon. They are saturated injectors which means megasquirt can drive them directly from the computer.

Last edited by tootype2crazy; March 23rd, 2016 at 10:23 AM.
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March 21st, 2016, 05:42 PM   #2
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I Drive: 78 VW bus, stock 2.0 with L-Jet
My Project: 70 Single Cab, 2160 turbo EFI
I'm building the exhaust myself. It's gonna be 100% stainless steel. I'm going to take it forward and have it exit in front of the passenger rear tire. I want this engine quiet hence the length. Here are some of the bits:



The VW flanges are SS from aerovee. The vbands are vibrant performance. The little ones will be where the j pipes meet the collector. The t3/t4 flanges I got on amazon. The merge kit is from cone engineering. I have pipes and a magnaflow muffler and a vibrant super quiet resonator too.

I'm modifying stock VW end castings to accept the injectors and building my own fuel rail.

I have a MST pulley and I got a trigger wheel setup from Mario at the dubshop.

I haven't bought the turbo yet but I got a TiAL 38mm air cooled wastegate and a TiAL recirculating blow-off valve. I'm planning on letting megasquirt control boost, but don't want anything above 12psi as I'm planning on making this a daily driver.

I also am converting it to a late bay beam and vanagon self-adjusting backing plates in the rear. That will get the bolt pattern to 5x112, giving more choices for wheels.

I'm gonna put a 6 rib in it which I'm having rebuilt with taller 3rd and 4th gears.

I'll post up my progress.
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March 21st, 2016, 07:26 PM   #3
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Very impressive first start. I take it you have done this before?

What are you doing for cabin heat and windshield defrosting?
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March 22nd, 2016, 03:41 AM   #4
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I Drive: 70 Bus 2110 IDF's
I Race: 76 turbo Bug 1915cc & 2276cc
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March 22nd, 2016, 03:54 AM   #5
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I Drive: 78 VW bus, stock 2.0 with L-Jet
My Project: 70 Single Cab, 2160 turbo EFI
Quote:
Originally Posted by Die Fledermaus View Post
Very impressive first start. I take it you have done this before?

What are you doing for cabin heat and windshield defrosting?
I've been working on cars all my life. I have a very good understanding of FI systems. I have a VAG-COM and a generic scanner tool and use it to diagnose and fix all my friends and family's cars. I also drive a bus with stock L-Jet FI and keep that maintained. I've never actually done my own custom FI though. I've wanted to do it for the longest time and have had thoughts of how I would do it ruminating in my head since I first heard about megasquirt long ago. I've never done a turbo before but my friend has vast experience with turboing ACVWs and I'll use his guidance.

Cabin heat will be from a gas heater. I have an Eberspacher BA4 and 2 BA6s I could use or I might buy a new Espar gasoline heater. The BA4 is from a 412 and would be more than enough to heat a single cab. The parts are pretty hard to find though.
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March 22nd, 2016, 04:08 AM   #6
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I Drive: 78 VW bus, stock 2.0 with L-Jet
My Project: 70 Single Cab, 2160 turbo EFI
Spent the evening deflashing the cooling fins on these heads for optimum cooling. What fun!
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March 22nd, 2016, 03:01 PM   #7
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Cool project! Why such tiny injectors on a turbo 2.2?
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March 23rd, 2016, 08:05 AM   #8
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I Drive: 78 VW bus, stock 2.0 with L-Jet
My Project: 70 Single Cab, 2160 turbo EFI
Quote:
Originally Posted by Chip Birks View Post
Cool project! Why such tiny injectors on a turbo 2.2?
These injectors were originally fitted to a 3.8 litre supercharged v6 with 210hp and a 4.3 litre turbocharged v6 with 280hp . Fuel injector size is not as important as fuel pressure and length of the injection pulse. Going too large on injectors is actually a common mistake amongst performance engine builders with little knowledge of FI. Too large an injector and fuel pressure and pulse length start to become irrelevant and the engine becomes more difficult to tune. These should work well and if not I can always get bigger ones. This calculator is helpful and shows I'm right on. http://fuelinjectorclinic.com/flow-calculator

Last edited by tootype2crazy; March 23rd, 2016 at 09:46 AM.
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March 23rd, 2016, 09:57 AM   #9
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I Drive: 78 VW bus, stock 2.0 with L-Jet
My Project: 70 Single Cab, 2160 turbo EFI
Cc'd the head last night. Ended up 58cc
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March 23rd, 2016, 12:46 PM   #10
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Quote:
Originally Posted by tootype2crazy View Post
These injectors were originally fitted to a 3.8 litre supercharged v6 with 210hp and a 4.3 litre turbocharged v6 with 280hp . Fuel injector size is not as important as fuel pressure and length of the injection pulse. Going too large on injectors is actually a common mistake amongst performance engine builders with little knowledge of FI. Too large an injector and fuel pressure and pulse length start to become irrelevant and the engine becomes more difficult to tune. These should work well and if not I can always get bigger ones. This calculator is helpful and shows I'm right on. Flow Calculator
I guess that's the case with a lot of these old school injectors. There are plenty of good injectors that allow you to run saturated, with very large flow numbers. I have 1000CC Injector Dynamics injectors in my 2276 turbo street bug. The car idles just fine, I can make it run smoothly at a nice normal idle and healthy AFR. I may honestly end up going bigger in the future, if the 1000s can't keep up.
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