paul_c

You unplug the plugs, detatch it from the cable clips then pull the wire free of the car. (I'm surprised nobody was able to answer this already???)

I think I went against an R32 at some stage, I could have a rummage through my timing slips if you like.... EDIT: Just found them - don't quote me on this because I can't remember exactly the car was and I have no idea if it had mods, but I think it was Mk4 R32. I achieved 14.54 and he achieved 14.23. It was car H27 at GTI Festival.

Hi Russ' date=' I agree ! Claire's had the 264 Schricks fitted in her R32 now, it goes very well [/quote'] Is 14.4 classed as "goes very well"???? I achieved this with nothing more sinister than a Mk1 with a 2.0 16V. Currently building another Mk1 with a VR6 engine conversion. I thought getting into 13s would be more like the R32 performance? Was it at a recognised drag strip, with a decent track and proper timing gear etc???

Any decent recommendarions for a nice cam, not too costly, when you don't need to worry about a cat, and can go for longer duration/overlap?

Anyone?

Did a bit more background reading and found a comprehensive guide on how-to change the chains and tensioners. The author had a damaged upper tensioner but the lower one was fine. So, I took off the inlet manifold and cam cover, lucky I did because I found the upper guide rail damaged. Is it reasonable to change the guides, but leave the original chains if they're okay? The damage [img width=640]http://i10.photobucket.com/albums/a139/paul_c2/VR6/Dsc03791reducedandcropped.jpg Worn but not too bad - maybe 0.4mm most of the way along its length it rubs. You can also see the damage to the guide ra

PS Forgot to mention, the hydraulic tensioner was around 2/3 the way through the extent of its travel, when I removed it.

Now taken the cover off, need to check if the chain and guides need replacing or if there's plenty of life left in them. [img width=640]http://i10.photobucket.com/albums/a139/paul_c2/VR6/Dsc03772reduced.jpg Area B has a little wear, tapering from nothing to maybe 0.3mm next to zone A. Most of the wear is in area A, which is nearest the crank. It tapers from area B to near the end, from around 0.3mm to 0.8mm. Any ideas guys? [img width=640]http://i10.photobucket.com/albums/a139/paul_c2/VR6/Dsc03773croppedwithlabels.jpg Also, do you need to remove the (top) cam cover, to reach a couple of bolts

No time pressure, so I can order the seals I break, on Monday. Just realised the flywheel has to come off, to get to all the cover bolts, and I didn't have the relevant tool to undo the bolts. So it looks like this is "to be continued" tomorrow.

Well, I'm on a break, I've just removed the gearbox so I might whip off the cam chain cover and post a pic, for you to cast your expert eyes over, if that's okay?

PS I drove the car only for a couple of minutes - the nature of the crash meant the radiator was trashed, so there was no coolant in the car. In those couple of minutes, it didn't grumble or make any unusual noises (to my inexperienced in VR6 ears).

I'm half way through an engine conversion. Well I say half way, probably more like 5% done. The engine and transmission (and a host of other parts) are now removed from the donor car, which was a Cat C write off, 1998 Golf VR6, 109,000 miles and no service history. I am planning to split the engine and transmission and look at the clutch, I'm happy enough to be able to look at that and determine if its been replaced recently, or has plenty of life left in it. But what other parts should I be looking at? Are there any known weaknesses, for example oil cooler, electric water pump? Obviously ther

Well, the project's finally underway, with the new arrival Awwww cute. The new arrival. Cat C write off. Under the bonnet Here's another pic, showing the main area of damage. The airbox and rad are trashed, but the chassis legs, engine and alternator all made it unscathed. Phew! Watch this space......

Well I'm back, after 1½ years or so..... Basically, what happened was, after a lot of research, I really stumbled upon the issue of making the exhaust manifold, and with other wiring issues and my lack of experience, I decided to do a 2.0l 16V conversion on my Mk1 Golf instead. This took quite a long time, partly because I took on a lot of other 'general restoration' work of the front end, partly because it was done outdoors through winter time, and partly because I was a little unlucky with breaking some parts that shouldn't have broken! Anyway, its done now and I've used the car a little, i