got some work done today, started dismantlig the head

this is what i started with. complete head. with 288degree camshafts

took the camshafts out

the the lifters

then i set about removing the water outlet. and ofcouse one of the bolts broke, as usual. i got the bolt out by threading a nut over the rest of the bolt, then welding the bolt and nut together, didn’t take any pics of that as i managet to set fire to me workbench

then this happend god dam-n old brass sensors. this broke aswell

but, after some thinking i figured i could try using an XZN bit to remove the remaining bits. so. i found myself an 8mm XZN bit, tapped it in there. its soft brass. so i didn’t use much force

and voila, it came right out

here i’ve taken the inlet valves out

then the exhaustvalves

and that was all i did today. now its ready for some cleaning, then grind casting flash of and relap the valves and put new stemseals on. then the head is god to go.

going to use a different set of camshafts, as i doubt that the 288 ones will be any good for turbocharging

i suck at keeping all my forum threads up to date. but the engine is more or less finished now. only a couple of small things remain (Oil cooler, downpipe, charge air hoses)

but, all in good time

now on to the fun stuff, the pictures

i’ll start where i left off

the IM-shaft was put in a lathe, looks better, and is now in balance (not that it matters, but its done now)

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new uprated rods:
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these are used Wiseco pistons, 8.5 compression, 81.5 dia
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and they apparently weigh in at 395 grams
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heres the block honed and ready for more work.
IM-Shaft in. new bearings
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had a friend of mine make a tool to replace the IM-shaft bearings, so he made two of these, one a bit larger then the other
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cheap ass ebay 16v inlet manifold. the fit and finish sucket so much ass i don’t even know where to start. but a few hours of grinding etc made it fit
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AN-4 Fittings/hoses for the Oil inlet on the turbo, flanges are not being used, they are for a different turbo system
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new piston-rings, 440cc bosch “green-giant” injectors and new crank bearings
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some headwork:
The head was ported and semi polished, new guides. relapped valves
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just finished reaming and honing the guides here
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tapered guides from Techtonics tuning
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valves assembled:
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bottom-end assembled. new rings, sputter rod bearings
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all torqued up
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new freezeplugs. and plug for the watercooling hose on the turbo

started more assembling
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new crank oilseal, imshaft oilseal/o-ring. new crank cog-wheel and bolt
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head decked
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G60 MLS headgasket
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head on, torqued up and fittet that ebay crap
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trial fit of the turbo. i’ve got a different manifold on now, which has the 5th leg cut away and welded shut
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more fun
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oil hose for the turbo
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oilreturn, 10-AN
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and thats pretty much where i’m at picture wise. oil return is finished, oilpan is back on.

i think it might be time for an update here.

a few months after my last post my employer figured out that they could not do with out me, as i’m a rare breed of Cable-tv technicians over here.

engine is completed, and in the car and its running well.

so. heres a feckload of pics from the last year and a half. and i’ll try to start where i left off.

unfortunatley i suck at taking photos as i go. so bear with me.

here goes:

fitting a universal fuelrail

fitted:

misc:

oil return on the turbo fitted

block breether

decided to paint the intake manifold (which turned out to be stupid as hell. more on that a bit later)

downpipe manufacturing

painting the water pipe

brake servo check-valve (AN-6)

clutch (i fekking hate this clutch.. clutchnet stage 2 (02A) )

i had to open the gearbox (just out of curiosity, which turned out to be a good thing)

O2C Diff

found this. this is the diff carrier bearing race.

clean box

new strengthend clutch fork

removal of bearings on diff

removed the bearing race (the rollers and cage are destroyed at this point)

all taken of

new bearing pressed on

setting the diff preload

reassembling the box

addded a shaft brace (which i took of as it came in conflicht with the clutch fork)

5th gear back

box finished

at this point, i decided to start pulling the G60 engine

the old G60 powerplant is finally out

dirty as hell…

cleaned it up a bit

put the clutch on the engine

all together now

trial fit

its gonna be tight as fekk with a downpipe here…

started making the downpipe (i’m not a fabricator, and suck at welding, but i did this all by my self, and it works)

first go at positioning the flex part.. didnt end up doing it this way

first try..

the flex coupler for the wastegate

this is how the DP ended up like. still in fabrication here.

wastegate plumbing

ugly ass welds

final welding

wastegate Tee

all welded up and ready for wrapping

engine and downpipe in the car for a test fit

plumbing of the charge air pipes

remember that i said that it was stupid of me to paint the inlet manifold? heres why.. i had some AN bungs welded to it…

blocked the G60 air return on the TB adapter

made a bracket for the charge-air pipe

added the Fuel Pressure Regulator

CO pot and bend after the IC

then i had to take the gear box out again, the clutch did not feel good at all. too stiff and the fork was in contact with the brace i removed

and heres my problem.. wrong throwout bearing. i bought a new LUK brand and used it on a Clutchnet clutch which has sachs styled springs on the pressure plate).

all back together. and at this point, i think i’ve started it

(and a little video of the second start up ever on this engine)
https://www.youtube.com/watch?v=sOUjwM-XbaU

bought a new master and slave cylinder for the cluthc, installed these with new AN-3 lines

i had tons of problems with the digifant setup, and my main digifant mentor is sadly not among us anymore . so i decided to ditch the digifant and go with megasquirt

more wiring. (and if you are paying attention, you can also see that the charge air piping has changed . i ditched the setup i had, and went with the G60 intercooler and radiator instead)

new hoses for the hot-side since the routing is different with the G60 intercoolr

wiring

getting somewhere

radiator hose.. i don’t like the look of this. so i’m redoing it in the future

and here is pretty much how it looks today

i don’t use the golf much, bought myself a 1999 Volvo V70 as a daily driver.

but it does work. and i do use ut from time to time to have fun.
i’ve got much to do on the mapping of the ECU.

and some random problems with some water leaks and stuff like that

well. the brace i bought was a knock-off.

if you want the real one you have to send in your bellhousing for machining.. and it costs way more too

this flimsy thin aluminium part wont do ****. its just a hidden bling-bling thing for your gearbox

not worth the money. all you could install a 2mm washer on each of the studs so get the same result