Page Two,

Now for the good stuff!!!

I ordered a 2275cc Screamer from Wiks Racing Engines in Las Vegas.

Here are the engine specs:

CASE: VW AS-41, full flowed, clearanced, bored for 94's, all case work done by RIMCO
CRANK: Demello 82mm, forged, counterweighted, 8-doweled
RODS: RIMCO super rods, 5.394" length
PISTONS & CYLINDERS: Cima 94mm
RINGS: Total Seal, gapless
CAM: Engle FK-87 (320* dur, 0.601" lift with 1.5:1 rockers)
CAM GEAR: Magnum, strait cut, steel on steel
HEADS: CB Performance, Eliminator 2000, oval ported and polished, reshaped chambers, cut for Chevy dual springs
VALVE SIZE & MAKE: Manley, Severe duty, 44mm Intake, 37.5mm Exhaust
VALVETRAIN: Scat lifters, 3/8" Manton pushrods, 1.4:1 (measured 1.5:1) Scat rockers, K-Motion K-800 springs, chromoly retainers and keepers
COMP. RATIO: 9.1:1
IGNITION: MSD billet distributor, MSD 6AL box, MSD Blaster 3 coil
CARBURETION: dual Weber 48 IDAs, 37mm vents
INTAKE MANIFOLDS: Skat-Trak, tall, port matched and polished
EXHAUST SYSTEM: 1 3/4" Berg/Pheonix header, 2 1/2" A-1 exhaust with Magnaflow muffler
FLYWHEEL: 12v; 200mm, lightened 12.5lbs
CLUTCH: KEP stage 2 (2100lbs), Gene Berg dual friction disc
OIL PUMP: Gene Berg 30mm, blueprinted
OTHER STUFF: Gene Berg 3 1/2qt deep sump, Copper head gaskets, MSD 8.5 Super Conductor wires, Pipercross foam filter socks

The motor was dynoed by Adam Wik at WIks before he shipped it to me, it made 188hp @ 6500rpm. This is through the muffler and on pump gas.

I knew this was going to be a monster so before I installed it I had to upgrade the fuel system and ignition.

The ignition was easy enough as I had planned to switch to MSD, I installed the MSD 6AL box in the rear luggage area, and ran the wires through the firewall. I also purchased a MSD shift-light, which I hid in the glove box, steath style.

The fuel system took a little more time and thought, I started by buying a Mallory Comp 140 pump and Mallory 4207 regulator. I tapped the Gas tank with a 3/8" pipe tap, installed a fitting and ran a 1/2" line down through a in-line filter to the pump. I then ran a 1/2" aluminum hard line under the car to the regulator installed on the firewall. From the regulator I ran a 3/8" line from each of the outputs to the carb inlets. I know this is a bit Over-Kill, but I don't want to upgrade it later for the nitrous kit. I didn't want a toggle switch on the dash so I got tricky and fitted a relay in the wiring harness to switch the pump on when the ignition was turned on. I bought an inurtia switch off a Ford Mustang to turn it off in an accedent or roll-over, hope I never have to test it. Sometime soon I plan to replace all the rubber lines with S/S braided lines and run a 1/2" stainless hard-line through the tunnel.

When the motor arrived, I modified some original VW dual-port cylinder tins, this involved a bit of fabricating to fit the large manifolds. For a fan-shroud I used a late-model T-1 "doghouse" shroud that I customized. I took the fresh-air holes off and filled with tin I got from a '75 fuel injection shroud that I had laying around, I also welded the venturi ring off that shround onto my custom one for better cooling.

The case was full flowed so I added a remote filter mount into the drivers side rear wheel opening, this takes a Ford V8 filter, I used a Fram HP-1, this is a high pressure race filter, the other Wiks filter I ran leaked. I installed a 11"x11" Mesa 96 pass oil cooler under the rear luggage area, and made a custom mount set up for it out of aluminum to get the most air possible into it. On top (or under depending on the way you look at it) I placed a 12" electric fan, I controled this with a thermo switch to turn it on when the oil reaches 190* deg.

For crankcase ventilation I installed a Bug-Crap (I mean Bug-Pack) breather box on the firewall, and ran a vent line to each of the modified stock valve covers and one to the filler neck.

After I got the motor in I took it for a saftey, the guy doing the saftey couldn't believe the power, and he owns a few Porsches. I drove it for 1 night then it cracked the pass side intake manifold, it snapped at the base. So I repaired it myself, the joy of being a welder/fabricator. Had it out one night and the drivers side snapped too. They had been ported to much, if their is such a thing. The summer was shot, so I parked it and bought some Scat wide-base manifolds and had Adam port-match and polish them.

The next summer I brought it out, I thought all my troubles were behind me, took it out one night for a cruise, let me tell you this thing HAULS A$$!!! The next day I was taking my friend Gary for a ride, he had helped me lots with the car. We were cruising along when Bam, it dropped #3 exhaust valve into the bore, it made a awfull noise and a big mess of the P&C and the head. Sorry their aren't any pics from this time, I didn't have a good camera and was too busy (or pissed off) to take pics.

Check page 3 for the new changes to the motor and rebuild information and pics.

See:
Page 1 - intro page
Page 2 - engine specs.
Page 3 - engine rebuild
Page 4 - new rims
Page 5 - beam narrowing
Page 6 - misc mods
Page 7 - the green limousine
Page 8 - friends rides
Page 9 - 2003 Las Vegas Bug-O-Rama