| The custom upright fan
Jake uses and recommends (and now manufactures) is what is called
the DTM (down the middle) shroud. It is designed to direct the air
evenly over all four cylinders solving the notorious overheating
and resultant dropped valve seat problem. Air is directed to the
larger type IV oil cooler that is situated behind the shroud but
uses the air much more efficiently.
late model type I fan and alternator is used on a special made mounting
stand that is easily attached to the top of the case.
a special billet alum adapter to allow the use of the stock alum
72 to 75 bus flywheel is drilled to accept the stock
pilot bearing to support the nose of mainshaft in the normal manner.
(Later bus and 914 flywheel will not work.)
|A custom exhaust is needed
due to the different design of the T-4 heads. Jake showed us his two
favorites. The Ahnendorf and the all out Tangerine racing headers.
|These were a little pricey
but Jake says the extra horsepower they make makes them well worth
tinwork is needed to snug everything up in the engine compartment.
Jake has the templates if you want to cut your own or has it ready
made in aircraft aluminum.
on a set of Webber IDFs and you are done. (Actually you should install
the motor then put on the carbs which is even easier on this conversion.)
no cutting or bending had to be done to the car and the motor when
converted only weighs about 26 lbs. more than the original. Nonetheless
with the additional torque it is a good idea to add some extra support
either to the nose of the trans or the rear of the motor or both,
because you are not going to be able to resist putting your foot
in it once in a while.
torque also makes this set up great for the higher geared freeway
flyer trans. We got a chance to drive the car we shot in the
video and the engine at any speed was so responsive and smooth that
it felt like we always had power to spare. It was very impressive
to say the least.