I think Jim will be an affordable shop for Will. Parts are allot cheaper for VW engines than Porsche 356 engines. Jim is a smart guy and with good parts in his hands, can build a quality type-1 engine
Sounds like Will finally caught a break.
Jim and I pulled the motor Monday afternoon. Tuesday Jim told me to show up at 9:30 and we'd split the case and access the damage, when I arrived at 9:30, the shroud, tin, oil-lines, everything was off the block. We had the engine fully apart and stripped by noon (and it didn't look good!).
Anyway, including the hour he was at the scene of the crime roadside, he charged me for 5 hours today. I paid more than that because as I figured it, he spent over 10.
That's the kind of guy he is, not going to break the bank by any means, he's a blessing!
And Pat, thanks for the help. I called this afternoon to thank you but you were busy.
John from Powerhaus called and is willing to help as well so I guess that perhaps Rodney King's dream is possible: we can all get along.
Will, over and out
I'm glad you didn't write us off here, Will. Sometimes things are said that ignite a conversation and turn it into a real clusterf*ck. But we're family here and you're an important part of it.
@Will Hesch, we're all pulling for you. This is a great community because people share their ups and downs with this passion. Good luck,
Terry Nuckels posted:I'm glad you didn't write us off here, Will. Sometimes things are said that ignite a conversation and turn it into a real clusterf*ck. But we're family here and you're an important part of it.
I regret that I have but one "like" to give for this comment. I started pontificating, but decided it wasn't in anybody's best interest.
I'm so very glad you came back, Will. Thanks for the update.
Like Terry said, Will, we're family here.
You remember the time Uncle Mort showed up drunk for Thanksgiving dinner and took a whiz in mom's geraniums, right?
We're just like family, Will.
Hopefully you'll get your engine done in time for SLO. If not maybe Paul Ellis can bring his spare one with him. He's confirmed as attending our event.
I'm kidding of course, Jim probably has a spare in his shop.
Jim has "spares", problem is, they're each worth more than a beach-front McMansion in Palos Verdes...that, and they're all 6 volt.
I remember 6 volts. Not fondly . . .
Will, I remember wandering into the engine build area at the Sypder factory up in New Hampshire and was literally surrounded by 4-Cam engines in all sorts of states of build - must have been over half a dozen of them with parts for many more. So Peter Venuti and I are standing there and figuring out how much inventory $$$$ was there in that room. At an average of $150,000 per engine, we were looking at over $1,500,000, just from the stuff we were close to - there were other storage areas as well.
Makes you say "Hmmmmmmm".................That side of the hobby takes deep pockets for both the buyer and for the builder.
I don't think $150k would buy an OG 4-cam, but maybe I just tell myself that.
that was a few years ago?
edsnova posted:that was a few years ago?
Yeah, before everything went all bizzaro-world.
Yeah, the newer-generation of 4-Cam repros are really pretty cool.
With the originals, those with the roller-bearing crankshafts and dual, cam-driven ignition systems, the drivers were told to NEVER run them below 2,500 or above 6,500 rpm because the roller bearing needles would be destroyed. There was so much spark timing bounce from the slop in the distributor drive train - each gear, camshaft driveshaft and distributor shaft in the train introduced more and more jitter - that the engines really ran best between 4,500 and 6,500 rpm. But they produced a whole lot of power for their time in that small displacement.
The newer versions (both upgraded originals as well as faithful reproductions), with more modern, conventional bearings and crank-fired ignition, use the distributors only for directing the spark to the proper cylinder (an action that doesn't care about cam drive jitter) making the engine far more driveable on both the street and track. They've managed to turn a great, race-winning engine into a fantastic, race-dominating engine. They are also smoother to listen to on the track, with that incredible, 4-cam sound!
So, back to the original drama...I'm curious Will, what actually failed?
sherco_chris posted:So, back to the original drama...I'm curious Will, what actually failed?
My humor...
Yes Rusty, that too
Sherco, the original failure was to listen to sage advice from those on this forum who (most likely) at some point have also done what I eventually did, playing: eenee, meenee, minee, mo, to which builder should I go?
The secondary cause is that the (bronze) crankshaft-mounted drive gear which turns the pinion-which turns the distributor, went the way of Obama care, but in a q uick, quiet, non-partisan way.
Nothing happens in an internal-combustion engine without spark and alas, we were not exempt from this law of physics so Whitecloud coasted to a stop, without fanfare, or even a wave from passersby, and simply would not start again.
The autopsy following her demise revealed other incurable ailments including: cancer of the camshaft, cirrhosis of the lifters, valve seat and stem conjuctivitis and terminal operator-optimism.
However...all is not lost.
Jim and Pat have joined forces to breath new life into Whitecloud and with a couple of Panchito heads, a new cam and lifters and of course, a German bronze drive gear, she'll be back on the road...maybe...in time for the SLO gathering...maybe...
Are the German gears still being made or are they getting to be unobtainium?
good question, Pat would know, I don't, but...as I posted above, I'm optimistic...
"Jim and Pat have joined forces to breath new life into Whitecloud and with a couple of Panchito heads, a new cam and lifters and of course, a German bronze drive gear, she'll be back on the road...maybe...in time for the SLO gathering...maybe..."
With or without Whitecloud, you must attend the gathering, Will.
New OEM crank and distributor drive gears are still available at CB but sold in engine kits only. The pinions are getting rare and extremely expensive, we are out of stock on these. Good used crank gears, pinions and drive gears are as good as new IMO, far better than any aftermarket gear.
After talking to Jim and sharing some pics of Wills engine, it looks like he has a few flattened cam lobes, pitted lifters and a destroyed distributor drive gear. When Will or Jim gives me the go ahead, I am going to supply them with a nice set of heads, cam, lifters, push rods and rocker assemblies. I offered help on tuning the carbs also since this combination of parts is the same as the 2110cc engines I build many of. I can probably hit the jetting the first time.
Terry, if Whitecloud isn't ready, this will be the 3rd time since purchasing her that we haven't had her for the meet...bummer!
But, we'll still show up for the free beer and company and may just ride Hi Ho Silver (our 2010 Vespa GTS 300) on the run. 
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Thanks Pat, for the help!
Let's make sure we get pics of the engine build and progress!!!
Will, I hope you were never serious about abandoning SOC, as an earlier post seemed to say. We are all enriched by the sharing of your experiences, and especially your humor. From what little I know about the details of these engines' parts, and what works and what does not, which are crap and which are proper and sturdy, I nevertheless sense that you are in good hands now, and a new engine will rise from these ashes, better by far than previous. Rave on!!
Holy Crap-olla!
I've been away for a bit...
Glad this all turned in the right direction.
Aloha!