UK Based Performance VW Engine Specialist (est 1983)

January 2013

Project 2110 – Part 5: Dynamic Balancing (continued)

In Part 4  I discussed dynamic balancing theory, including an explanation of the terms used to describe the tolerances suitable for a typical high performance engine. The previous post finished off with the crankshaft (complete with crank gears) balanced well within the target
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Project 2110 – Part 4: Dynamic Balancing

Dynamically balancing the crankshaft assembly is an important part of any engine build. This article attempts to explain why. I’ll kick off with a little theory and then demonstrate by example, showing each step of the balancing process as applied to the crankshaft,
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Project 2110 – Part 3: Crankcase preparation

In Part 2 I explained my reasons and some of the theory behind the bore and stroke combination I’m using in Project 2110. In this instalment I’m going to cover the machine work required to physically accommodate an 82mm stroke crankshaft and big bore 90.5mm cylinders.
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Engine Displacement Chart

Project 2110 – Part 2: Bore & Stroke

As outlined previously in Part 1 of this series, the aim of Project 2110 is to design and build an engine that delivers strong torque across a wide rpm range. Before discussing the pros and cons of various bore and stroke options, a quick discussion on TORQUE and how it relates
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