Nug

If you've got spark, than at least the driver's side timing belt is still attached. I'd look at fuel system.

Ha ha you caught me! That was dumb. I was thinking Carbureted legacy. Anyway, i don't think he can use the fuel injection, can he? I see no possible way for that to work, but if he puts the LPG stuff on there, he could make his ignition system work with an aftermarket ( MSD) ignition controller. I would delete my first post, but that would make Calebz's not make sense.

You have mail.

A naturally aspirated legacy. Weird. Does this legacy still have the camshaft and crankshaft position sensors on it? I don't think the ecu would like lpg very much, but I think the ignition system could be made to work with what you are planning.

Roger that, I'm interested to see what comes of this.

Check this thread http://www.ultimatesubaru.org/usmb/forum/showthread.php?s=&threadid=7077&highlight=stripped+spark+plug

I'm serious. I'll take care of the headwork if someone has a car they are willing to guinea pig. Someone send me a pair of heads.

Pin knock sounds like castanets. Old ford 289's did it constantly, and it never hurt them. Sounded cool, too.

I think I wouldn't want to use anything thicker than 10w-30 in those temps. And I think a block heater would help.

http://www.msdignition.com/2004/2004_21.htm

Ruckersville isn't too far away. Maybe if you have a pair of heads you aren't going to miss, i can perform diabolical experiments on them. Calebz : a=cylinder volume b=deck volume c=combustion chamber volume a+b+c -------- =compression ratio b+c So I would need the bore and stroke to get the swept (cylinder) volume. And I would need to measure the cylinder deck height in order to do the volume calculation on that. Then i would have to cc the heads to get the combustion chamber volume, this is the one I'm concerned with. I don't think I would need to shave off a whole lot do do what I want.

It could be leaking out of the back of the master cylinder.

Yeah, I don't really know. Oil experimentation seems in order.

The shifter problem has been worked out on mid-engined vw-based sandrails, so maybe that problem isn't too far out of reach.

The carb block might be a good idea. For a stock VW head, chamber volume is somewhere around 50-52 cc's and the hemi cut increases it to 54-55 cc's. I'm not sure if this is a big enough change to warrant the jump to the higher compression block, nor do i know how much would be milled off to make up the compression lost on the turbo block. That would be something I'd have to measure before and after (by cc'ing the combustion chambers.) Anyone know the bore diameter of a stock ea82 offhand?

Basically, a wedge chamber is detonation prone because it takes too long for the combustion event to take place. The longer it takes, the more time detonation has to occur. Also, it takes more total ignition timing to get the engine to make decent power. The quicker the burn=less total ignition timing=more detonation resistance. That's one of the great things about the Chrysler Hemi. A hemispherical combustion chamber burns quick, therefore reducing the chances of detonation occuring, and incidentally needing less ignition timing. It becomes less timing sensitive, in a sense. I'm pretty sure I could send a set of EA82 heads to a VW engine builder and have them perform a semi-hemi cut on them. I could CC the chamber on a stock head, do the cut, and then CC the chamber again to figure out how much to mill to get the compression back. I NEED THREE MORE THINGS!!! Does anyone make adjustable cam gears for an EA82? The aircraft guys, maybe? If a significant amount is machined off of the heads, then the distance between the cam gears and the crank will change, messing up cam timing. Also, i will need cam specs and a degree wheel so i can adjust the cam gears to get the cam timing back in spec. I could probably swing the degree wheel and maybe the cam gears if people are interested enough in this experiment.

I have an idea to raise the detonation resistance of EA82t engines through some headwork. I noticed that the combustion chambers of all EA82's looked remarkably similar in shape to that of an aircooled vw. ACVW's have really, really bad detonation resistance. Which is a big problem because they are aircooled and run hotter anyway. There is a machine process available called "semi-hemi" cutting that does two things: It increases combustion chamber volume which lowers compression, which is NOT my point, and it also cuts away a lot of the wedge-shape of the combustion chamber, increasing the detonation resistance. I'm going to attempt to post two pictures now, one of a stock vw head, and one (the only one I could find, and it's not real good) of a bunch of heads that have been semi-hemi cut. http://www.jacklockamy.com/head_chambers_200x150.jpg http://www.johnmaherracing.co.uk/images/imageheads155.jpg Ok, maybe that will work. Theoretically, one could have this machine process done, and then make up the compression difference through decking or head milling, and still make more power with a turbo because of the increased detonation resistance. Questions? Discussion? Verbal Abuse? I might be willing to contribute to this experiment. It would have to be someone elses engine, because I don't own a EA82 powered-car. I do have a shortblock I may be willing to contribute, also. Of course I'm in VA, so that makes it more difficult.

Does your timing NEED to be advanced? Or have you not checked it in a while? Get a timing light, connect the power leads to the battery and the sensor lead to #1 spark plug wire. Start engine, allow it to warm up. Depending on what engine you have, the timing marks are either at the front pulley, or on the flywheel. loosen the two bolts that hold the distributor down (I'm assuming EA82 at this point) and turn it SLOWLY while pointing the timing light at the marks. You can put it wherever you want, but I recommend putting it wherever the sticker under the hood says to put it.

Maybe the oil takes a shorter time to thin out, aggrevating the slap, before the piston expands, reducing it. I am talking straight from the butt.

Polish it real good and clearcoat it. they have a high-temp clearcoat-in-a-can that seems to work well. I am doing the intake, water manifold, and valve covers on my bugs ej22 like this.

It does kinda sound like a choke problem. I'd do the plugs too.

I was under the impression that HEET was pretty cheap. Like $1.99 a bottle. You shouldn't need more than a couple bottles. I guess if you wanted to get complicated, you could put a fuel/water separator off of a diesel car/truck on there. Big capacity fuel filters with that setup.

You realize, of course, that many of these cars came with turbo. True, the compression ratios are different, but this could be a complete bolt-on affair.

Apparently the 62112 is new for 2004, or something. They stuck some more features on it.

There is a book in print on how to build VW based dune buggies, and it has a very nice section in there on how to milk your broken piece of crap out of the wilderness and back to civilization.