mike_sekinger

Tom specified his own dimensions and Westwood created a custom part# for his liners.

It should go via the one-way valve to the charcoal cannister.

It runs to the EGR manifold under the plenum

Yes, same here. Their high performance ceramic coatings are excellent

Another change of plan..... the tubular manifolds will now be used on Andräs next race car project, so I will be sticking with the existing Garrett hybrid turbo arrangement.

@superdavelotus Not sure exactly, but this was one of the primary drivers for JAE putting up the funding for advance orders that helped to make the CNC upright project viable.

I don`t think that Alan Voigts offer them any more as they had a number of failures in the field.

Turbo Dynamics offered (subject to part availability) various stages of upgrade. If they are stating negligable performance gains, then it is a mild step-up.

How did the cambelt change go?

Don`t get me wrong, I understand that turbocharger technology has come a long way since these units selected. I also have the 11 blade billet implellor on my hybrids but in terms of "bang for buck" splashing out on a pair of new gen. ball bearing turbos on this stock application would no make economic sense from my opinion unless it was part of a more extensive performance package.

I`ve always used acetone for surface prep. and 5910. It`s not expensive and has provided excellent service.

Putting the latest high efficiency 11 blade billet impellor and ball bearing cartridge turbos on an 918 engine which does not have any form of chargecooling makes little sense beyond bragging rights. Given that the engine makes peak power under favourable conditions only. For those owners that live in high ambient temperature climates, you will feel the difference in power output on cold days. It is a different world when you are away from the forced fuel enrichment for intake temperature cooling.

I have to ask.... what is that heat exchanger looking thing in the airbox appature?

If you wanted to move to a more modern ball bearing turbo, then you would need a different turbocharger. You cannot adapt the existing CHRA to move over from journal to ball bearing cartridge. If you wanted to go that route, your challenge would be to find a small frame turbo that would physically fit with and around the existing hardware, plus likely adaptions to the exhaust flange on your downpipe. Giving that the engine is not providing optimised power, throwing money at expensive turbos doesn`t make a great deal of sense unless combined with intercooling and other performance upgrades. I guess as time goes on and the original T25s are becoming more scarse, it could make sense to find a modern equivalant, but it is not likely to be "plug and play".

The thicker red 4.7mm pins are for setting the positioning of the camshafts. The slightly smaller blue 4.2mm pins are to allow a tiny tolerance change when setting the tensioning of the belts and some very minor movement from that position. The smaller dia. pins are then used for the cam positioning checks during routing servicing. You really should read the Service Notes where this is all explained in detail.

Glad that you sorted your crank positioning. The black vacuum hose is for the HVAC unit and runs back through the backbone chassis. You can see it here - #12 on the parts diagram

According to Westwood: L5188: OEM height above spigot - 61.05mm L4893: Andrä spec - 61.20mm Give the OEM stand-in of 0.10mm, the Andrä liners have a nip of +2thou proud of the deck face. This was based on his experiences racing 900-series engines and has served well. Your spec is -1thou below the deck face, right?

Westwood have an existing design for the taller liner - this was requested by Andrä some years ago L5188 is the standard height in ductile iron.

@andyblackman777 This is a good suggestion especially for those who have a reluctance to disturb the plenum and cam covers. The video that Gonzalo made also describes a shortcut method that does not involve loosening the cam pulleys.

I would read the Service Notes very thoroughly to understand the task ahead. Any parts that are not clear on you can question.

Some of the early TV dampers did not have the notation. The markings are aligned to one of the 4 vanes on the rear of the pulley which is sometimes also marked in white. It is locking of this vane with the crank position tool that confirms the position of the crank. The drillings in the front of the pulley are for balancing and not related to the other markings. If neither of those are evident, then you will need to use the cam positions to define the firing stroke of cyclinder #2. These position are all detailed in the Section ED Service Notes. You will need to remove your cam covers in any case to perform the belt change correctly, so you can rotate the crank through each of the vane positions to determine the correct alignment of the cams. Remember that there are two revolutions of the crank to each full cycle of the engine. Once you have the correct alignment and have locked your crank, you can engage the cam position tool to confirm the correct cam timing.

Well the exhaust manifolds have finally materialised here in Germany. Time to remove the engine and get these installed ready for the final round of performance improvements.

@JimmytheTurbo It`s 99% bullshit. The guy is a complete muppet who either made this bollocks up or swallowed it wholesale from whoever sold him the car.

Hahahaa.... I`m not convinced that you will need that boost celing, especially with the stock block type manifolds but at least you will be unique.

The taller Westwood sleeve design is the one to go for if you are planning more boost - good decision.