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Topics - Jetmugg

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I'm actively soliciting ideas to build a 1.5L displacement (actually needs to be just under 1.5L) engine for a land speed racing application.

Ideas include having a crankshaft welded and ground to de-stroke a 1.9 down to 1.5.

Another idea might involve sleeving a block, or building a bad-ass 1.4L 3 cylinder.

Let's hear some ideas, please.


Diesel Swaps / "Franken" IDI into Opel Manta???
« on: August 21, 2017, 04:11:15 pm »
OK - I'm having visions of putting a 1.6 or 1.5 IDI turbo engine into an Opel Manta project that I will start work on very soon.

Thinkning of something like a T5 or Toyota 5speed for a transmission.

What are the common issues with doing an "inline" VW IDI swap?  Acme adapter plate for the trans?  Motor mounts would have to be fabbed.  Plumbing to the radiator and intercooler would have to be custom as well.

Help me brainstorm this project, please....


IDI Engine / Fabbing an intake manifold - design ideas?
« on: February 21, 2017, 12:02:55 pm »
OK team, I have been thinking of fabbing my own intake manifold for a turbodiesel application, and I'm soliciting design ideas and manufacturing techniques.

I've seen pics of several, but don't have a great grasp of the design criteria (runner length, plenum volume, tapered versus straight runners, etc).

Please help educate me.

Also, are there any suppliers for intake manifold flanges (like there are for header flanges)?  I've seen people cut OEM manifolds apart to use the flange, but not sure if I've seen any commercially available intake manifold flanges.


IDI Engine / Is this piston OK to re-use?
« on: May 19, 2016, 02:51:19 pm »

I am in the midst of a re-do for my 1.5L "Franken" engine.  Block will go to the machine shop to see if it will clean up with a honing, or if it needs to be bored to the next oversize.

Meanwhile, I'm trying to figure out if I can re-use this piston, or if I should buy a new one.

Please let me know what you think.


Some of you may be aware that I recently burned up my 1.5L "Franken" engine during competition at The Ohio Mile.  One cylinder went to zero compression after the top of the piston partially melted and got into the cylinder wall.  Another cylinder was close behind.

EGT's were 1600F or so at the time, running 40+ psi boost along with a lot of fuel, and water injection.

In any event, for the "next" incarnation of this engine, I'm considering having a slight taper machined into the area of the pistons above the top ring groove, to allow for additional expansion in this area.  I understand that this is somewhat common in sled pulling tractors and the like.

Has anyone here employed this technique, and if so, any words of wisdom?


IDI Engine / New CV Shafts from The Driveshaft Shop.
« on: April 12, 2016, 02:49:20 pm »
In case anyone is interested, I shot a short video to show off the new CV shafts I bought from The Driveshaft Shop.  They did a great job of joining the 100mm VW inner CV's to a Chrysler K-Car outer CV with a custom shaft.  They say that the shafts are rated for up to 400HP, which my little engine will never be able to achieve.

They should work great for my VW diesel powered Rampage. 


I am looking for the front half of an 02M 6 speed case, the "bellhousing" if you will, for a 4 cylinder application.

Any help would be appreciated.


All righty then - I just smoked the clutch that was in my land-speed racing truck.  It held up fine before recent upgrades to the power. 

My best estimate is that we are around 200HP right now.  I'm still using a "small spline" 020 4-speed trans.

Looking for clutch/pressure plate suggestions that can handle the power level we are at right now, with the potential to handle more (maybe on the high side of 250 HP).

All serious suggestions are welcome.  I would prefer not to spend $1K on a clutch and pressure plate for this truck.

Meanwhile, please enjoy these videos of the Rampage doing it's thing.

New record pass:


View out the back window on a subsequent pass, complete with slipping clutch...


IDI Engine / Short video - new Dieselmeken pump on 1.5 turbo.
« on: April 16, 2015, 04:23:59 pm »

Just a short video showing how my 1.5 turbo engine likes to rev with the new 11mm, 170cc Dieselmeken pump.


IDI Engine / Brand New Turbo delivered today (HE200WG from Alcaid)
« on: March 09, 2015, 03:50:24 pm »
It was like Christmas morning, except in the afternoon.

Brand new Holset HE200WG was delivered to my door.

Support Alcaid - he is THE MAN when it comes to turbochargers!


IDI Engine / Just showing off - Package received from Sweden.
« on: January 23, 2015, 09:52:58 am »
OK - I'm just too excited not to share a pic or two.

Yesterday, I received an injection pump from Dieselmeken AB.  This is for my 1.5L "Franken" engine.  The new pump will support up to 170cc's of fuel and spin to 6,000 rpm.  11mm elements, 2.8mm camplate.

Oh, yeah  - the package also included some Swedish candies and "Performance by Dieselmeken" decals.  The candy is to enjoy while working on the truck, and the decals will go on before the next LSR attempt.


IDI Engine / Turbo selection for 200+ HP 1.5L IDI
« on: November 06, 2014, 04:28:38 pm »
I need to make more power from my 1.5L "Franken" engine.  Currently making 167 HP at the wheels, using a Dieselmeken pump rated at 90cc's and 6,000 rpm.  Using a Garrett GT2056 turbo and air/water intercooler.

I'm looking to make more power for next season - shooting for the high side of 200HP.  Driveability is not a concern, as this engine will only be used for land speed racing attempts.

So, anyway - with an even higher output injection pump (let's say 125 cc's), what turbo would be a good match to allow 200+HP at 5,000 rpm or above?

I have had one recommendation to use a GT2863R turbo.  I'm no expert on reading turbo maps and making turbo selections - I'd be happy to hear some more recommendations, keeping in mind this is a racing-only application.


IDI Engine / Update from Bonneville (Land Speed Racing Content).
« on: September 11, 2014, 09:01:03 am »
We managed to bump the 1.5L diesel truck record at the World of Speed in Wendover, Utah.

The existing record was 105.8 mph.

We first raised the record to 130.11 mph with an average of 2 runs.

Later, we made some changes and bumped the record to 135.003 mph over an average of 2 runs (3 miles long each).

THANK YOU for everyone who provided support, technical assistance, and good wishes along the development of this project!!!!!!!


IDI Engine / Baffling a pan for land-speed vehicle.
« on: July 07, 2014, 10:14:41 am »
OK - I am about ready to re-install the oil pan and windage tray on my 1.5 turbo engine, which is powering a Dodge Rampage (for those of you not familiar with my project).  This is for a land speed record attempt, which is straight line racing only.  There is no need to control oil during cornering.  I only need to ensure a good supply of oil to the pickup, which is located about 2" in front of the oil drain plug, and about 3/8" up from the floor of the pan.

Anyway, I now have the opportunity to weld some baffles into a stock OEM oil pan (from a 9A 2.0L engine).  The oil pan is a blank slate at this point, with no baffles of any kind.

What kind of baffles would you suggest in order to ensure a good supply of oil at this location?

Thanks in advance.


IDI Engine / Dry sump brainstorming session...
« on: June 16, 2014, 04:27:27 pm »
It doesn't cost anything to think, but when you start buying parts, the $$$ can add up in a hurry.

Anyway, this is for a racing-only application...

Alternator is not needed.

I just had a vision of running a dry sump pump, roughly mounted in the location that my alternator currently occupies.  It's a low-mount alternator, using a non-A/C bracket.  I'm basically using the alternator as a way to tension the water pump belt, as there are no other accessories.  The vacuum pump has had its vanes removed.

Picture with me - a "Gilmer" style toothed belt, running off the crank pulley, turning a toothed pulley on the water pump, and a toothed pulley for a dry sump pump...

Can I completely ditch the factory vac pump at that point, covering the hole with a plate?  I'm trying to picture in my mind's eye if there are any oil passages that require the presence of the stock oil pump and vac pump driveshaft.

Custom oil pan, 2 scavenge fittings, oil pressure delivered from the dry sump pump to the front of the block (through a remote filter setup).  Maybe a 6 or 7 quart oil tank...

Help me visualize any obstacles (other than $$$) to this plan.


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