Scott,

Its archived in the garage! Every so often I go out and run a soft microfiber cloth over the valve cover just to ensure her that I haven't forgotten our adventures together!

Frank Grunthaner

 

 

 

 

-----Original Message-----
From: Scott Daniel - Turbovans <scottdaniel@turbovans.com>
To: frankgrun <frankgrun@AOL.COM>; vanagon <vanagon@GERRY.VANAGON.COM>
Sent: Fri, Jul 8, 2011 12:19 am
Subject: Re:      Re: Superchargers? - Low Pressure Turbo!

Awesome Frank !
what ever happened to that engine ?

'she who much be obeyed' ....cute .

Personally I'm jazzed about my 'new' 2.0 16V engine, still pulling it at the 
yard.
Scott
www.turbovans.com

----- Original Message ----- 
From: "Frank Grunthaner" <frankgrun@AOL.COM>
To: <vanagon@GERRY.VANAGON.COM>
Sent: Thursday, July 07, 2011 11:44 PM
Subject: Re: Superchargers? - Low Pressure Turbo!

I've just seen this query raised by Don Hanson over the viability of 
supercharging the I4 engine. I've seen the enlightened comment about the 
much simpler use of a turbo for a significant power boost, which was 
followed by the difficulties of doing this modification on the stock engine. 
I'm again moved to comment and offer a few centimes of advice to brave few 
who are tempted to implement the turbo solution.

Several years ago, I shared with this list my studies of power (actually 
torque) enhancement methods based on the 1.8l I4 gasoline engine system. I 
examined several possibilities including the g60 and studied the published 
MTZ papers from VW Engineering about their choice of the G60 and their 
modifications to the basic 1.8L I4 engine to ensure its reliability. I also 
looked into several aftermarket systems as well as the McCulloch variable 
speed drive supercharger used by Studebaker/Packard on the Golden Hawk and 
the Avanti. Of all the supercharger systems, I concluded that the McCulloch 
was the best for application for the small I4 engine. Its variable speed 
pulley system drives the supercharger at a high rpm ratio at low engine 
speeds and at lower drive speeds at higher engine rpm giving an enhanced 
torque curve that is nearly flat across all operating engine rpm. Of course 
this is exactly the design objective of the VW's superb turbocharged 1.8L 
engine.I also determined that the Turbo 1.8L was too large to comfortably 
fit my needs, didn't readily adapt to the 50 degree DV mount - AND the cost 
would be impossible to hide from She Who Must Be Obeyed!

I reviewed what I wanted from more coins expended on power enhancement and 
concluded that a modest power boost on demand was desirable. In general, the 
1.8L I4 performed very well in town and on the open highway. I really wanted 
more moxie for passing and I wanted to recover the power lost driving in the 
mountains due to the lower atmospheric density at higher elevations. A well 
engineered turbo charger was perfectly suited to my application. I was quite 
aware of the additional stress added to the rotating system as well as the 
cooling and lubrication systems by high power turbo systems. My primary 
driver has always been reliability with a touch of excellent efficiency 
thrown in. Under these terms, the return of power at high elevations was 
virtually stress free because it really brought the system back to its sea 
level performance dynamic.

OK, all of this is in the archives and on Alistair Bell's web page so I 
won't recount the details. To summarize, I went to the 2.0L Audi 80 block 
and head because of its strong internals and the excellent flow 
characteristics of the head and intake manifold. I used the Garrett T3 and 
adapted it to the Calif. version of the Audi 80 exhaust manifold. The T3 fit 
nicely after I rotated it so the spin axis of the turbo was perpendicular to 
the axis of the crankshaft. In the 50 degree configuration this placed the 
turbo perfectly horizontal. I modified the intake manifold to adapt the 
digifant fuel injectors and used the digifant engine control system. I also 
took the SAAP automatic pressure control (APC) ignition system and used it 
for ignition and timing control since it controls boost pressure based on 
the signal from the knock sensor. I added additional oil cooling from the 
Audi 5000T and injector cooling from same. I added the SAAB 9000 Blackstone 
intercooler for charge cooling mounted in the driver's side rear well. I 
also added a oil scavenger pump to clear the turbo oil return and redirect 
the collected oil to the oil pan. The scavenger pump was mounted in the 
normal position of the power steering pump on the I4 engine. At this tine I 
also developed the oil pan baffle system to control the oil flying 
everywhere. Finally, I added a water injection system along with an EGT 
monitor to maintain a margin of control. The water system was plumbed to the 
camper water supply.

I designed the system for a maximum of 2-3 psi boost but in practice the 
intake manifold pressure sometimes approached 4.6 psi. The engine package 
was extremely strong and never showed any tendency to overheat. I did enjoy 
the way the front of the vanagon would lift as I punched the throttle.  It 
served me well until I got the TDi bug.

For what its worth,

Frank Grunthaner

-----Original Message-----
From: pat <psdooley@VERIZON.NET>
To: vanagon <vanagon@GERRY.VANAGON.COM>
Sent: Wed, Jul 6, 2011 5:12 pm
Subject: Re: Superchargers?

The VW G60 charger is a known weak link in the Corrado.
A lot of Corrado G60 owners upgrade to turbo.

4 grand is a lot for forced induction when you can get a Garrett T3 for $100
and rebuild it for another hundred.  Sure, you need an exhaust manifold and
exhaust plumbing- throw in another $200.
Either way you need an intercooler, intake piping and management.

A supercharger (like a Lysholm, not a G60), is good for around town and
probably the best choice for a Vanagon.
For your Jetta, the turbo is the best kick in the pants.

-----Original Message-----
From: Vanagon Mailing List [mailto:vanagon@gerry.vanagon.com] On Behalf Of
Don Hanson
Sent: Wednesday, July 06, 2011 11:14 AM
To: vanagon@GERRY.VANAGON.COM
Subject: Superchargers?

  Anyone have any experience with superchargers on a VW?  Turbochargers get
all the ink..everyone talks about Turbo Subies and Bostig transplants.

  In many factory vehicles, superchargers are original equipment. VW offers
some factory supercharged models.  Toyota started doing it way back in the
'90s...

 I have seen kits offered for inline VW motors...For example:  Bahn Brenner
(a VW Tuner) offers some stand-alone kits and also upgrades for the G-60
factory supercharged VW.  Their kits are said to up the 1.8 liter
supercharged motors output from 180hp to near 200

For $4k you can get your N.A. Jetta motor making ~180hp and ~200lb/ft of
torque... with a supercharger kit said to bolt on in an  afternoon.

  I am just curious here if anyone has gone that route to more power for a
Vanagon.  It's my understanding that  superchargers work without any "lag"
and they don't involve complex exhaust routing.

  Don Hanson
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