The
engine saga, starting from spring 2019 and still in progress.
So to begin with, the hardware that is (most likely) here to stay in one form or the other:
- Custom made
turbo from
Turbo Technics with 34mm restrictor and electrical WG. Spools so quickly that we do not use anti-lag, which in return should also increase the lifespan of the
turbo once we stop flowing rod bearing particles through it (ok ok, the particles should not reach it, but its the hot stop that is killing it).
- tubular
manifold
- 3"
exhaust all the way, sounds like a less powerful WRC
- port injection
kit
- Titan 2-stage dry sump
kit
- Powertrain Racing clutch
- custom flywheel to match the gearbox + ARP
bolts
- SBD/WOSP 95A race alternator
- Sytec dump valve
- Davis Craig electrical water pump
- bunch of billet blanking plates
- ARP head studs, OC main studs
- MBE 9A6 ECU, Ecumaster ADU5 Dash, 2x Ecumaster PMU16, full milspec wiring
- custom radiator and custom IC with Setrab core fitted side-by-side, 2x Spal fans,
- Setrab oil rad
- loads of extra sensors
- loads of AN6 to AN12 hoses and tubes
- Bosch 040 fuel pump and 6-bar fuel filter for returnless fuel supply
- probably some other stuff I forgot
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Version 1:
- bought a brand new complete
engine from Pumaspeed (if someone needs some stock items, I still have those,
turbo, clutch, flywheel etc)
- ran a "safe" map with 1.6 bar of peak boost, giving approx 280 hp/330 ft-lb
- pushed it for 350 competitive km-s
- Polo R5 with Oliver Solberg at the wheel was not far away, but we wanted to get closer, so we opened it up to go for forged internals and give it 2 bars of boost. We also wanted to check the liners, as the internet searches suggested some common problems with liners could take place at higher cylinder pressures
- photos attached, liners indeed had deformed towards each other and a piece of the top aluminium ring had broken off. Hence opening it up was good decision
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Version 2:
- ordered the bulletproof built-up short block from Pumaspeed. According to their homepage a "all the abuse you can give it" type of a block. Ductile sleeves, PEC rods, Wiseco oversize(+1mm) pistons. From the looks of it, sleeving and machine work was done very well
- break-in and dyno. Very good results, approx 310 hp/360 ft-lb
- ran 5 km in a test and a hole appeared on the side of the block. Some photos are attached, on one of them guys in the garage are holding a wooden bottle opener in the background for hole sizing reference, also giving an idea of the mood that we had when this happened.
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- we did a thourough analyzis what could have caused this. We arrived at rod bearing clearance which was much smaller than Pumaspeed claimed it to be. With 2 bars of boost and our
4WD transmission giving a lot of load, tight clearances are not a safe way to go. This is when we also learned Ford's oil pump gives a constant oil pressure of 40 psi, even at 7000+ RPM. With older engines the rule of thumb has been 10 psi per 1000 RPM, so oil pressure is also not a supporting factor here. Also another factor in play concerning bearing load is the piston and rod weight. The piston+rod assembly is approx 20% heavier per cylinder compared to
OEM. Have it rotating at 7000 RPM and you get significantly higher loads on the bearings.
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- in addition to the whole block being a pile of scrap, the head got hit, sump got hit, Titan pump is done, oil pump is done, oil cooler needs changing and
turbo needed a rebuild. A nice pile of money out of the window right there....
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- block has also now been sent back to Pumaspeed for inspection and I am waiting for their take on it. Will post any updates when they come.
Version 3 is the one we are working on this very moment and it will be coming in the next post.