honestly, talk to buscher, the dsm guy. kind of similar motor and they have some cars out there running GM trannies.
here is the deal. I am building a RWD Mk4 jetta drag car. Built 1.8T, crazy AEB head, ford 8.8 spooled 31 splines, 4.10+ with 26" tires, ladder bars and coilovers, and a powerglide in the middle.
I am trying to figure out the converter. Assuming you want the lock up to occur just prior to full tq I am having trouble coming up with a stall speed, since the lil 4 banger makes tw right up to redline. my last setup with a 3076R .83 spooled up 26psi at 4100 and tq really took off around 5K and went right up until redline nice and steady. the turbo I wanted to run this time was a PT6262 .83 est. 26psi or so around 4500. the cams in the head are schrick jobbies that came with the solidlifter conversion, so I cant seem to find too much data on where they make power. I had the grind numbers somewhere when I bought the head, but I dont have them off the top of my head to compare them to a CAT or something more prevalent.
what do you think? Anyone with automatic transmission experience something like this? lol
#1 screw-up the converter guys will do is give you way too low of a stall. 75% of the people who try to run auto trannies on VW's end up with a 2,200 rpm stall, lol.
Tell the converter guy that you want the engine to run between 6,500 and 9,300 rpm or so, and let them do their job.
Eurodyne Maestro Tuning, Stand-Alone ECU Install/Tuning/Wiring Harnesses
yeah when i had my auto i ask tcs converters to give me a 6500 and i could not get it to go pass 4400rpm
sent it back 3 times never any changes, making low end torque well also affect the converter
Coan racing know what it takes for small cc engine to stall to higher rpm they did alot of those on fast 4cyl
first off **** buscher racing.
I know they make an adapter kit (way over priced) to put a GM trans on the 4G63 stuff. And I heard some people asking for his services willing to pay for something and they got a run around and never got anywhere.
they do alot of those swaps. Bill H on there made his own adapter plate and crank adapter and has been doing so for a while, many are running around now without any issues, and he did all the R&D himself and make them at damn near cost to support the sport and his group! I e-mailed him and he got back to me in less than an hr and we went back and forth a bunch of times in the last 2 days, sharing ideas, i got a great feel for what to do and he told me what he ran into as for problems and how to get around them! MAJOR rep points for Bill!
I found all the dimensions for the 2 motor/bellhousings. the chevy is a piece of cake and hasnt changed from the beginning of time to the LS motors.. chevy 90 deg they call it. The 1.8T is a little harder. I found one draw online for the 1.9L which should be the same block and all the dimensions I need to make the adapter plate. Lay out both patterns, concentric to the crank centerline and there I go, trans to block is done. then do my measurements to get the tq converter placed right and make a crank adapter.
chevy sb bell housing dimensions: http://forums.hybridz.org/index.php/...rn-dimensions/
1.9 tdi engine drawings:
If someone has the 1.8T bell housing and crank centerline measurements, I would UPS a case of beer to you for them!!!
as for the converter, since the adapter plate and crank adapter surfaces will be OEM chevy specs (dimensions wise) I can use any converter I can find. No need for some custom jobber, plenty of good over the counter units. TCI I think sells them up to a 5500 stall or so irc. I will still be contacting the guy in PA, and the other 4cyl guy you mentioned here also and compare results.
I went through the same problems for weeks, trying to find a good torque converter and what stall speed to use for drag racing my 2.0 16v GTI. Without dyno charts of hp and most importantly the torque curve, almost all converter builders that I'd spoke with said I'd be throwing my money away. If I changed cams, it would affect my stall, so go buy another converter! I spoke with PCS and was told with their automatic trans controller that I could program the TTC to lock-up at what ever RPM I wanted. I asked Coan if this would work with the converter they built for me and was told maybe not. PCS saying yes and another saying no. I "gambled" and went for it. With the PCS, I can program my converter to lock-up at my desired MPH and RPM. You can also shift using push buttons on the steering wheel (paddle shift), manual stick shifting or let the trans shift itself. I hope this info helps. FYI my stall speed lock up is 6800 RPMs and was told this was too much because some of the GM 4cyl racers used 4500 RPM stalls. I can lock-up at 1000 RPM if I want. Just make sure your trans is an electronically controled auto trans and not a purely hydro-mechanical transmission if you decide to use a transmission controller. It's alot cheaper in the long run. Especially if you change turbos, replace cams, decrease car weight etc.
Last edited by Rolando 101; 05-05-2011 at 08:36 PM.
I QUIT FWD SUCKS
Call quicktime bellhousing. Www.quicktimeinc.com from my understanding they can adapt any engine to any trans. I plan on making my own vr6->tr6060 adapter but if it doesn't hash out I will be contacting them to assist.
Buscher is just up the road from where I live. They are most def pricks but if you ask the right questions they are usually pretty straightforward with getting it done. I can speak from personal experience that when you walk in there door they are not too fond of vws.
Best of luck on your quest.
Last edited by zcxerxes; 04-15-2011 at 02:20 AM. Reason: stupid spell check
Normally in an automatic trans, you will never have the lock up at full throttle! That feature is just for coasting speed to increase mileage. For full power pulls you want the turbine doing its job.
However there is a turbine from YANK that has multi disc lock up system that can hold WOT but it is freaking expnsive.