mikey_audiogeek

Nice work Alex!

running_cold924

Nice Alex!! do the cranks have different part numbers as well or is it the only way you can tell is by the flash line?

alxdgr8

Sadly they have the same part numbers. A few guys were trying to decode the serials to try and figure out a clue, but I don't think they found anything that is concrete.

alxdgr8

Finally picked up a 931 bellhousing.

IMG_20150717_210930296 by Vex Art, on Flickr

Sadly, it looks like the 931 bellhousing, despite being used on an Audi I4 has the I5 bellhousing pattern (along with sharing the lower 2 944 bellhousing botls). This doesn't really help since the 07K uses the VW I4 pattern. They only have 1 bolt in common.

931 pattern bolts up perfectly to the 'vintage' I5.

IMG_20150718_200259661 by Vex Art, on Flickr

01E bellhousing (modified to fit 07K; two bolt holes at the top need trimmed off) on top of the 944 bellhousing. Red are the VW I4/07K bolts, black are the vintage I5 bolts. The lower 944 bellhousing bolts share the vintage I5 bolts. A large portion of the upper 944 bellhousing would need to be removed. Two of the 07K bolts could possibly be added to the 944 bellhousing by drilling holes and/or adding welding on a small amount of material to the bellhousing.

IMG_20150718_231906658 by Vex Art, on Flickr

The 01E bellhousing template mounted on the 07K engine. The red shows the 07K bolts, and yellow shows the 931/I5 bolts. Only one bolt is shared.

IMG_20150718_205425310 by Vex Art, on Flickr

I think it would be possible to add at least two more shared bolts to the 931 bellhousing pretty easily. The 07K red hole could easily be drilled, there is a nice flat spot on the bellhousing for it.

IMG_20150718_231546048 by Vex Art, on Flickr

The other one would require a small tab to be welded to the 931 bellhousing. This would give 3 matching bolts. I'd want to find at least one more.

IMG_20150718_231558430 by Vex Art, on Flickr

One ear on the 931 bellhousing would need to be removed (much like the 01E) to clear the 07K timing chain cover. But not nearly as much material as the 944 bellhousing would need.

I'm going to order an OEM 01E spacer to help do some more planning. I think both the 944 and 931 bellhousing would take the same amount of work to make work with the 07K. The 944 would require a lot more trimming and then welding to 're-enclose' the bellhousing. The 931 would require slight modifications and no welding to 're-enclose'. An adapter plate might be the best route and would probably work better with the 931 bellhousing. I need to get an 07K clutch/flywheel so I can figure out stack heights and see if I can even run a spacer/adapter plate.

Progress will continue to be slow, the 968 is at the bottom of the list of many projects...

alxdgr8

Broke out my 3D scanner for the first time in a long time and scanned the rear of my 07K. Then built a crude model of an 012 bellhousing (since that's what I had a drawing for and it's basically an 01E).
You can see here why the 01E has to be modified to fit the timing cover and you can see bolt holes that line up (marked in red). I missed some holes on my wood mockup since some of them you can't practically fit a drill bit through the backside.

07K_Interference by Vex Art, on Flickr

Next step is to order an 01E spacer. I'm going to mock it up and see if it could be welded to a modified 944 bellhousing to be used as an adapter.

FRporscheman

Aw, bummer!

Welding the spacer to the 944 bellhousing could work but it could get fairly involved.

TheBlau

Ready to read some more...since I now have a 968 rolling shell sitting in my driveway and have been intrigued by this thread since it started!

alxdgr8

Hmmm, Porsche Parade is going to be in Spokane, WA in July 2017...guess I need to get cracking! Might have to put this in priority over my V8 Audi to get it done in time.

odurandina

can I interest you in coming over to tha dark side....

just 1 test drive in an icbm on rt 2 in the wee hours?

op;

tig welder + mad skills = you won.

alxdgr8

No progress on my build but Hank over at Iroz Motorsport has come up with some new impressive numbers now that cams are available (http://www.irozmotorsport.com/ttrs-r...ick-camshafts/)

TT-RS 07k (direct injection) with rods/pistons, shrick cams, and stock head ports and valves. Turbo is a Xona Rotor 8267.
617whp at 27psi on 91 oct
751whp at 32psi on E85, turbo maxed out with boost at 100% DC after 7krpm. Cams have room to rev to 8500rpm with a bigger turbo.
Full boost before 4500rpm

12307484_766739913451525_1259384473305977772_o by Vex Art, on Flickr

So this leaves hope that I might be able to approach 600whp with 91 octane with a non DI engine. Water injection would probably help.

Iroz also had their 'old school' 2.2L AAN car on the dyno recently and did 730whp, but that's with a CNC head, 305 cams, and 39psi on a 6766. Goes to show just how good the 07k heads are.

333pg333

Very nice looking curves. One of the guys that works with us suggests this is the motor to pursue rather than keep going on the flawed 944 platform. Be interested in more info on the CNC'd head?

alxdgr8

The 'old-school' AAN CNC head is still in beta stage, but has been a collaboration between Iroz and Jeff Gerner of Four Ring Performance (master engine builder and owner of a world-record holding Bonneville Audi S4). I don't think too much info is out yet, it's only been on the car for a few weeks.
I know Hank has put an 07k CNC head on a customer's car, but I don't know if it was his own program or IE's. I haven't seen any dyno plots of any CNC 07k heads. The 07k plot from above was a stock head with just cams/springs/retainers; stock ports and valves.

Integrated Engineering has an 07k CNC head already: http://www.performancebyie.com/integ...nder-head-bare

333pg333

Thanks Alex

Interesting. As most motors have an Achilles heel (ours being the headgaskets at higher boost levels), are you aware of what these motors suffer from under modified conditions?

alxdgr8

I think we're still discovering the limits of the 07k. The older I5 engines had oil pump cavitation problems above 8k rpm and the OEM oil pans aren't good for road racing.
07k seems to do just fine at 8500-900rpm with the oil pump and roller rockers. It has been seen to have oil pump cavitation around 9500rpm.
Some really high-HP I4 guys that share the same 6-bolt crank/flywheel pattern as the non-TTRS 07k's have seen issues even with ARP fasteners, but that's probably at 700-800whp+. The TT-RS crank with 8-bolts alleviates that issue.

333pg333

Thanks. Good information.