Precision Alloy TF-1 aluminum engine case

My new case arrived last week; I unpacked it and looked it over last weekend prior to shipping it to RIMCO for align boring, etc. It weighs about 40 lbs. (stock type 1 VW al-mag case is a tad over 20 lbs.). It has six 12mm through bolts in the main webs (like a type 4 VW), an 86mm stroker crankshaft is a "drop-in", cam centerline is .100" lower (uses available .100" drop cam drive gears, cams do not need "clearancing" with stroker cranks), and the oil pump pickup is very neat indeed with O-ring seals, etc. The castings are slightly crude cosmetically in a few small areas but that's to be expected.

It can use stock VW type 1 oil cooler, oil pump, engine tin, and bolt-on sumps but requires some minor machining if you want to use a thermostat and cooling flaps (spot face and drill/tap).

Should be a lot stronger and more rigid than a stock VW case and easily handle 7,000 RPM and 200 plus BHP with no problems.

So, if you don't mind me asking, how much did that set you back?

What are the other specifications for this engine you have planned? Are you building it or are you having an engine guru piece it together for you?

mahalos,
Joel

I don't know much about this case and I sure don't know a huge amount about these engines as I've never built one myself and have only had one for only two or so years now but doesn't it seem risky to go with a custom block like that? Just seems like a Type four would be less expensive and has a huge amount of engineering to back up that case. Being around cars so much and knowing only a fraction of what goes into them really opens my eyes as to just how much thought and testing that goes into these things. I've gottta give it to George for being brave, hope it works out. I think we all hope it works out as I'm sure all of us want more power.

J-P

George,
Where are you geting the engine tin? I would like to look for a new shroud with the thermostat dampers, but don't know where to start. Any help with an original would be great.

(Message Edited 2/28/2003 5:39:11 PM)

Hi George,

Sounds like a pretty crazy engine. 11.5:1 CR?! Whew!! Good thing you aren't cutting any corners on the build-up, otherwise that engine would be a 300lb. paper-weight in no time.

I've heard that this engine case is supposed to be the best on the market, even better than the factory stuff. Well, maybe an immaculate German case might give it a run for its money in terms of durability, but these AL cases can handle HP and torque.

In terms of type 1 or 4, I really think its negligable. Type 4 may be able to produce more HP and torque with less modification, however, so much R&D has gone into type 1's that they can be just as reliable, if you spend your money correctly. If you go George's route, you will definitely end-up with a nice type 1.

BTW - How are you going to cool this engine? Mesa cooler?

aloha,
Joel

George, if your gonnan go all out why not a bigger stroke? I've had an old Scirocco with a 90mm stroker crank in it and that made really good power. The benefit of the case your using is the size of crank you can use, go big! Torque is where it's at!

J-P

Stan: Look up VWGLENN on the CLF; he can fix you up with original tin. I have an EFI doghouse (with the venturi) if you want one.

Joel: Type 4 oil cooler in a modified doghouse shroud with MOCAL thermostat and Setrab auxilliary oil cooler (Setrab has an electric fan, switch is under the dash).

Jean-Paul: I think 2.4 liters with around 210 BHP and 180 ft./lbs. of torque is enough for an 1,800 lb. car with a close ratio 5-speed transaxle with limited-slip differential.

George-
That gets me to another question... what IS the CLF forum, and how do I get there? Please pardon my ignorance.

OK, never mind- I figured it out. Cal-look forum (CLF, get it). I searched for VWGLENN, and sent him an email. I'll let you know how it turns out. Thanks George.

Just wondering George, why are you going with the CB CNC heads? I've not heard any responses to how well they flow ect.

J-P

Joel, my case is a "pick of the litter" from their first production run and was $1,200. It needs to be align bored for crank and cam at RIMCO and machined for the Scat flanged crank main seal; add a few other minor things and RIMCO costs will be about $300. It will work with all of the type 1 tin and stuff.

Engine will have Scat forged chrome-moly 86mm ultra-light flanged stroker crankshaft with matching Scat flywheel (lightened to about 9 lbs.), 5.7 Crower custom titanium conecting rods, LN Engineering 94mm biral cylinders, Aircooled.net "super squishy" pistons with Total Seal rings and custom lightweight wrist pins, CB Performance CNC ported 044 heads with 44 in./37.5 ex. valves, dual valve springs with titanium spring retainers, Joe Schubeck Racing 58 gram composite lifters, Web Cam camshaft, Competition Engineering forged steel .100" drop straight cut cam drive gearset, Pauter machine roller rocker arms and shafts, AUTOCRAFT double-tapered end chrome-moly pushrods, Jay-Cee engineering aluminum removeable pushrod tubes, Kennedy stage 2 2,100 pound clutch with "Copperhead" friction plate from Art Thraen, Mallory adjustable mechanical advance distributor with Pertronix II ignitor and Bosch "red" coil, Dual NOS Dellorto 48 DRLA carburetors with CB Perf. hex-bar linkage and K&N air filters, approx. 11.5 to 1 static compression ratio, 1 3/4' merged S/S header through 2 1/2" muffler, Schadek blue-printed 30mm oil pump with inner O-ring case seal from Berg using a Berg full-flow pump cover, Berg 3 1/2 quart bolt-on sump, MOCAL thermostat and Setrab remote cooler with fan, Pre-Luber for oil system priming at startup or after an oil change. Engine tin is powdercoated type 181 shroud and other stock VW tin with a welded and balanced fan.

Pat Downs is going to build the engine and I'll be there with him for checkout, final assembly, and dyno testing.

(Message Edited 3/3/2003 2:53:48 PM)

George - who is the supplier of your case? It seems to me he can brace himself for a whole lot more orders.

Jean-Paul the original CB Perf. CNC 044's have large ports but that should be fine with a 2,276, 2,332, or 2,387 performance engine. They are offered with 42mm or 44mm intake valves.

CB Perf. also has some new CNC ported 044's with smaller ports (higher mixture velocity) for 1,776, 1915, 2,007, or 2,110 engines. These are probably (?) offered with 40mm and 42mm intake valves.


Paul, Todd Francis at Precision Alloy is doing the TF-1 aluminum engine cases. I think the cases are kinda/sorta a sideline, hobby kind of deal with Todd. They have a Swiss 5-axis CNC milling machine that they use to machine the cases but it was down for awhile - it is now up again. I got one of Todd's first run cases that have a few minor cosmetic blemishes and fixable flaws; several VW drag racers are using similar cases successfully. By the end of this year Todd may be offering finished cases from new castings. The TF-1 case weighs 18 to 20 lbs. more than a stock case but uses the stock cooler, tin, oil pump, etc.

(Message Edited 3/6/2003 12:18:57 PM)

George - thanks for the info. Been to Todd's site. Looks good! He quoted me $1495 and said there would be at least a 60-day delay before the next batch is available. I was wondering how you calculated 210 HP from a 2.4 engine? My engine builder is talking about 280 HP from 2.4 liters. Is that going to be at the expense of reliability, even with Todd's case?

Paul, 280 BHP from a 2.4 liter VW type 1 engine would be either an extreme racing engine with a usable rev range of about 4,000 RPM to 9,000 RPM using 112 octane leaded racing fuel or alcohol, OR a turbocharged engine.

The racing engine would not be streetable and it or the turbo engine would probably break VW transaxles on a regular basis (a Porsche 901 transaxle would work better).

With 240 BHP your power-to-weight ratio would make the car dangerous to drive in anything other than a straight line unless you are Tazio Nuvolari reincarnated.

Thanks George...I get your drift. Figure this man has turbo-charging on his mind. 210 HP is fine with me. I'm not into burning rubber...at least not onthe roads around here!

Forgot to mention that I'm impressed with your memory George. Feel ashamed I had to Google Tazio's name though. What a guy! However, if you had said Juan Fangio....(actually, Stirling Moss was more my era.

Paul, Nuvolari was picked as the greatest driver of all time (well, the last century, but since racing has only been around for a hundred years or so...) by MotorSport, a british car mag. I was a fan of moss growing up. He placed10th, Fangio was 5th. Gilles Villeneuve was 2nd. MotorSport is a nice mag. always has something on F1 or sports car racing from the 50s,60s which I consider the golden age.
ed

George, Were concidering a set Nickie jugs and pistons for you TF-1?

That was my first plan before I settled on a T-4.

It will interesting to see how the case trims out at Rimco i heard rummers about the castings causeings a rough finish . ask them to slow the machinery as much as possible to make cleaner work

George, Were concidering a set Nickie jugs and pistons for you TF-1?

That was my first plan before I settled on a T-4.

It will interesting to see how the case trims out at Rimco I heard rummers about the castings causeings a rough finish . ask them to slow the machinery as much as possible to make cleaner work

Barry, RIMCO has done machine work on quite a few TF-1 cases and they know the drill. I'm using LN Engineering's biral cylinders instad of their nicasils.

George - Scott is sending over two cases, but apparently there is some porosity (air bubble)problem with these pre-production cases that need tig welding. Did your case need welding up too? How's your engine coming along anyway? Do you figure the extra weight make the ass-end any lower (my existing engine scrapes the ground too easily already)?

Yeah, my case has a TIG welded spot at the #4 main bearing. No big deal as the case was welded before the main bearing gallery was line-bored.

Sounds good George, can I 'blow' it or 'boost' it. I'm not SKEERD of 200+, if it will hold up with some serious auto crossing. Agenst BIG BOWE Porsches. We have a little thing going at the air strip here in Z hills.

Was at CB Perf. last week - Todd Francis (the guy that makes the TF-1 case) dropped by while Pat Downs was putting the engine together and we all chatted for a while. No porosity issues with my engine - with clearances for rod bearings are around .003" and for main bearings are about .0035" hot oil pressures are 25 psi idle and 65 psi at 6,500 RPM on the dyno.