Jak Rizzo ·
Heres the first one, 1600cc twin carb type 3 engine, all stock apart from electronic ignition.
Aussieveedubbers · VW Circuit Racing
Dyno sheets
https://forums.aussieveedubbers.com/threads/25222/dyno-sheets
Jak Rizzo ·
1880cc 73x90.5, 5.7 inch rods, K-8 cam, 1.4 rockers, 40x35 stock port 040 heads, 45 dellortoes, 1.5 inch header, 2 inch muffler.
Jak Rizzo ·
2027cc 73x94, 5.7 inch rods, K-8 cam, 1.4 rockers, 40x35 stock port 040 heads, 8.7:1 compression 45 dellortoes, 1.5 inch header, 2 inch muffler.
Jak Rizzo ·
2275cc 82x94, 5.5 inch rods, K-8 cam, 1.4 rockers, 40x35 stock port 040 heads, 9.5:1 compression, 45 dellortoes, 1.5 inch header, 2 inch muffler.
Jak Rizzo ·
2275cc 82x94, 5.5 inch rods, K-8 cam, 1.4 rockers, 40x35 stock port 040 heads, 9.5:1 compression, 45 dellortoes, 1.58 inch header, 2.5 inch muffler.
Jak Rizzo ·
2110cc 76x94, 5.5 inch rods, K-8 cam, 1.25 rockers, 42x37 oval port 044 heads, 10:1 compression, 44 webbers, 1.58 inch header, 2.0 inch muffler.
This engine also made 106.9hp but the 105.5hp was the best compromise on jetting.
This engine also made 106.9hp but the 105.5hp was the best compromise on jetting.
AdrianH ·
A 73mm stroke and 5.7" rods !!! Were u using B pistons, or shimming the barrells ?
I am about to build a 1900 (74 x 90.5) with mildly ported 041's (40 x 35) and a 120 cam - stock rod length though, got me a bit fizzed about the combo now...
I am about to build a 1900 (74 x 90.5) with mildly ported 041's (40 x 35) and a 120 cam - stock rod length though, got me a bit fizzed about the combo now...
LOWBUG ·
did any of these engines have any head work or valve size variation and were these combinations for any specific purpose you know for street, drag, or circut, hillclimb.
Cheers
Cheers
pete wood ·
one question though.
When are you guys gonna quit mucking with carbs and jets and go to EFI.
With EFI There'd have to be a slight gain in hp as well as better tuning throughout the rev range. Also, you could set up a twin waste spark ignition system or one coilpack per cyl if you want to go really nuts.
The 2110 could have had it's 106.5 peak hp without any compromise throughout the rest of the it's rev-range. :thumb
I know efi cost $$$, but it's gotta be worth it in the long run.
p.s. then you can just bolt on the turbo 😉
When are you guys gonna quit mucking with carbs and jets and go to EFI.
With EFI There'd have to be a slight gain in hp as well as better tuning throughout the rev range. Also, you could set up a twin waste spark ignition system or one coilpack per cyl if you want to go really nuts.
The 2110 could have had it's 106.5 peak hp without any compromise throughout the rest of the it's rev-range. :thumb
I know efi cost $$$, but it's gotta be worth it in the long run.
p.s. then you can just bolt on the turbo 😉
Jak Rizzo ·
Yes B pistons have been used in all the combos & shims are used under the barrells, but with a stock rod length u will find that it will only be about 2mm or so, it will vary case to case, make sure u have your case decked to.AdrianH wrote:A 73mm stroke and 5.7" rods !!! Were u using B pistons, or shimming the barrells ?
I am about to build a 1900 (74 x 90.5) with mildly ported 041's (40 x 35) and a 120 cam - stock rod length though, got me a bit fizzed about the combo now...
The reason that they have 5.7 inch rods on that motor is because the original chevy rods that came with the crank were 5.7 inch & when they were destroyed & replaced, the CB race rods were ordered for me in the same length.
Jak
56astro ·
1916
counterweighted VW (cast steel) crank
CB 044 heads with 40 x 37.5 valves
44 IDFs
std rocker ratio
std pushrod length
street legal muffler
I hope this is where it's supposed to be, like everyones charts here, or is this thread just for Jaks? I'll move it if I have to. :kiss
[Edited on 29-6-2004 by 56astro]
[Edited on 1-7-2004 by 56astro]
[ Edited on 16-1-2006 by 56astro ]
[ Edited on 16-1-2006 by 56astro ]
[ Edited on 16-1-2006 by 56astro ]
counterweighted VW (cast steel) crank
CB 044 heads with 40 x 37.5 valves
44 IDFs
std rocker ratio
std pushrod length
street legal muffler
I hope this is where it's supposed to be, like everyones charts here, or is this thread just for Jaks? I'll move it if I have to. :kiss
[Edited on 29-6-2004 by 56astro]
[Edited on 1-7-2004 by 56astro]
[ Edited on 16-1-2006 by 56astro ]
[ Edited on 16-1-2006 by 56astro ]
[ Edited on 16-1-2006 by 56astro ]
Menangler ·
Here is mine, 2176cc 78.4 x 94, FK89 with 1.25 rockers, 44 x 37.5 street eliminators, 10.8:1, 48 IDA's.
Doug Sweetman ·
Dave - what do you think it is about your combination that makes such terrific power ? 66hp per liter ! or do you feel its just the whole package ?
Is this the motor you built with mostly second hand parts in your own shed ?
Is this the motor you built with mostly second hand parts in your own shed ?
amazer ·
forgive me if I dont post my pathetic 69.1hp sheet.
Secoh ·
serious??? please tell me the turboed ones are double this output!
damn good effort for n/a VW's.... but it does not bode well for my project plans 🙁
damn good effort for n/a VW's.... but it does not bode well for my project plans 🙁
lisian ·
Hi guys,
New to vw's, but just wondering if it is possible to have the specs on this K-8 cam. Seems to be a common cam that obviously develops good HP?:thumb
Thanks
Ian
New to vw's, but just wondering if it is possible to have the specs on this K-8 cam. Seems to be a common cam that obviously develops good HP?:thumb
Thanks
Ian
2443TT ·
After fixing my drifted cam sensor and retuning the ignition map, and adding a little boost here's what my car put out at the wheels in 3rd at 18lb boost.
I didn't win the 4 cylinder forced induction class. A 200sx nissan made 240 at the wheels, but I still improved overy my last run. Originally 132hp and 476ftlb, now when running properly it made 165hp and 746nm, which was better than some of the 4lt 6 cylinder cars.
I think thats fairly kicking but for a 1641cc engine!
[ Edited on 25-5-2007 by 2443TT ]
I didn't win the 4 cylinder forced induction class. A 200sx nissan made 240 at the wheels, but I still improved overy my last run. Originally 132hp and 476ftlb, now when running properly it made 165hp and 746nm, which was better than some of the 4lt 6 cylinder cars.
I think thats fairly kicking but for a 1641cc engine!
[ Edited on 25-5-2007 by 2443TT ]
71superbug ·
big improvement over the last run ian.
good work, tis a shame that u didnt take out the 4cyl forced class.....its just too easy for the jap car boys to push extra ponies out of their imports these days.
anthony
good work, tis a shame that u didnt take out the 4cyl forced class.....its just too easy for the jap car boys to push extra ponies out of their imports these days.
anthony
Gracey ·
Nice HP Ian.
Just wondering at what revs was peak HP and peak Torque made?
Andrew Grace
Just wondering at what revs was peak HP and peak Torque made?
Andrew Grace
2443TT ·
At about 95Km/h in 3rd its at about 5400 RPM. It was rev'd to 6000 on the dyno. The most I take it to when driving on the street is 6500 which is where the wolf 3d rev limiter kicks in. I must invest in a shift light because it gets there very quickly!
dubbill ·
how much is that in $/hp??
71superbug ·
building a turbo vw motor will never compete with a conversion as far as $ per HP goes if thats what you are asking Dubbill.
i know myself i would LOVE to build a Turbo injected VW stroker motor but i will probably be going with a rotary conversion.
the reason...money. however if i earnt enough money to save and build the motor i've wanted for a while i would.
Anthony🥷
i know myself i would LOVE to build a Turbo injected VW stroker motor but i will probably be going with a rotary conversion.
the reason...money. however if i earnt enough money to save and build the motor i've wanted for a while i would.
Anthony🥷
bobjoybug ·
hey ian could you please repost the breakdown of your engine combo as i have aquired brand new/rebuilt 1600 and am interested in seeing what i would have to change to go turbo and injection cheers david.
hypo-vw ·
1642cc . 69mm full-circle crank , pauter conrods , engle w130 cam , 87mm forged pistons , 40x37.5 VW dualport heads , 12.8:1 , 009 distributor , daul 48IDF webbers .
This sheet shows 98bhp @ the rear wheels , but also did a 101bhp on the same day .
[ Edited on 2-4-2006 by hypo-vw ]
This sheet shows 98bhp @ the rear wheels , but also did a 101bhp on the same day .
[ Edited on 2-4-2006 by hypo-vw ]
hypo-vw ·
2842cc . 82mm full-circle crank , european 'p' grind cam ( 320degrees duration & .534" lift ) , 105mm JE forged pistons , 48x38 kombi heads , 12.4:1 , dual 48 IDA webbers .
This dyno sheet shows 178bhp at the rear wheels . The very same dyno session produced 181bhp after some further ignition tuning .
[ Edited on 2-4-2006 by hypo-vw ]
This dyno sheet shows 178bhp at the rear wheels . The very same dyno session produced 181bhp after some further ignition tuning .
[ Edited on 2-4-2006 by hypo-vw ]
hypo-vw ·
2842cc . 82mm full-circle crank , eagle chromemoly conrods , european 'p' series cam , 105mm JE forged pistons , 48x38 kombi heads , compression ratio of 6.1:1 , T-60 garrett turbo , quad throttle body microtec injection , WPVW air-water intercooler , dual stage boost control .
This engine runs pump unleaded petrol and produced a maximum of 178bhp @ 7psi boost and 210bhp @ 14psi boost .
This sheet shows one of the runs the day before the VW drags last year , where it was undoubtably the fastest street registed VW at the event .
On this run it produced 206.6bhp @ the rear wheels on 14psi boost .
It ran 11.60 @ 122mph on street tyres , pump unleaded fuel , full interior , spare wheel and tyre under the bonnet !!
[ Edited on 2-4-2006 by hypo-vw ]
[ Edited on 10-4-2006 by hypo-vw ]
This engine runs pump unleaded petrol and produced a maximum of 178bhp @ 7psi boost and 210bhp @ 14psi boost .
This sheet shows one of the runs the day before the VW drags last year , where it was undoubtably the fastest street registed VW at the event .
On this run it produced 206.6bhp @ the rear wheels on 14psi boost .
It ran 11.60 @ 122mph on street tyres , pump unleaded fuel , full interior , spare wheel and tyre under the bonnet !!
[ Edited on 2-4-2006 by hypo-vw ]
[ Edited on 10-4-2006 by hypo-vw ]
dangerous ·
This is a before and after fuel system tuning sheet.
The lower graphs are Air / fuel ratio.
This one was 186, but have another graph from the same day with a leaner fuel pill
that had as much as 188, but not as good at lower RPMs
It ran 11.66@ 112.6 with the lower power,
And 11.43@ 114.9 with the better fuel tune.
Has run 115.95, and the weight is about 820kgs.
Has shown between 210 and 217 FW with that same tune up, depending on the air quality on the day.
[ Edited on 9-4-2006 by dangerous ]
The lower graphs are Air / fuel ratio.
This one was 186, but have another graph from the same day with a leaner fuel pill
that had as much as 188, but not as good at lower RPMs
It ran 11.66@ 112.6 with the lower power,
And 11.43@ 114.9 with the better fuel tune.
Has run 115.95, and the weight is about 820kgs.
Has shown between 210 and 217 FW with that same tune up, depending on the air quality on the day.
[ Edited on 9-4-2006 by dangerous ]
dangerous ·
Hi Wayne,
can you let us know what the RPM is, that each of these engines produces its peak power.
It was a little hard to calculate on mine, but I think I got it within one or two hundred RPM.
My peak was at 6200 and then about 6600 to 6700 once tuned.
Regards DB.
can you let us know what the RPM is, that each of these engines produces its peak power.
It was a little hard to calculate on mine, but I think I got it within one or two hundred RPM.
My peak was at 6200 and then about 6600 to 6700 once tuned.
Regards DB.
bajaben ·
I was just looking through this tread and im building a 1916 with engle 120 cam, counterweight crank, twin 36 dells and electronic ignition. also the heads have had 1200 dollars of work done to them. does that mean i can expect similar hp readings to astros 1916cc? cause that would make me a happy camper
tassupervee ·
Hmmm..... nice flat power curve thats for sure with that snail.hypo-vw wrote:2842cc . 82mm full-circle crank , eagle chromemoly conrods , european 'p' series cam , 105mm JE forged pistons , 48x38 kombi heads , compression ratio of 6.1:1 , T-60 garrett turbo , quad throttle body microtec injection , WPVW air-water intercooler , dual stage boost control .
This engine runs pump unleaded petrol and produced a maximum of 178bhp @ 7psi boost and 210bhp @ 14psi boost .
About the same HP as my bone stock FJ20et on about 12psi with no cooler LOLOL!
Sorry, i couldnt resist that poke!
L8tr
E
dangerous ·
I would say that is a good combination.bajaben wrote:I was just looking through this tread and im building a 1916 with engle 120 cam, counterweight crank, twin 36 dells and electronic ignition. also the heads have had 1200 dollars of work done to them. does that mean i can expect similar hp readings to astros 1916cc? cause that would make me a happy camper
The carbs will be what limits the power production.
Also would like to know the specs on your 1200 dollar heads...dollars alone don't make for HP,
and these days you can spend that on parts alone so you might not have the airflow to achieve your goals.
Have you got some flow figures?
dangerous ·
tassupervee wrote:"About the same HP as my bone stock FJ20et on about 12psi with no cooler LOLOL!"
That's cause the stock FJ20 cylinder head has more air flow potential than all but the best aftermarket VW heads.
They are a very good little water cooled engine.
[ Edited on 9-4-2006 by dangerous ]
bajaben ·
I don't have the specs on the heads because i bought them off a guy. i thought the carbs might be limiting it but as im going from a stock internals 1776 with a single 40dcn weber i think for the time being ill be happy with it. what sorta 0-100 time could you expect from that sorta engine in a 65 baja with a stock 1600 swing axle gearbox and stock diameter wheels? just a guess would do me fine
tassupervee ·
They are indeed. Sadly getting on a bit now. Long live the FJ'sdangerous wrote:That's cause the stock FJ20 cylinder head has more air flow potential than all but the best aftermarket VW heads.
They are a very good little water cooled engine.
[ Edited on 9-4-2006 by dangerous ]
L8tr
E
hypo-vw ·
Hi Dave ,dangerous wrote:Hi Wayne,
can you let us know what the RPM is, that each of these engines produces its peak power.
It was a little hard to calculate on mine, but I think I got it within one or two hundred RPM.
My peak was at 6200 and then about 6600 to 6700 once tuned.
Regards DB.
the 1642cc engine was being revved to 8900rpms , however it made its peak horsepower at 7100rpms .
The 2842cc aspirated engine was being revved to 8600rpms , but made its peak horsepower at 6800rpms .
The 2842cc turbo engine is being revved to 8100rpms , but made its peak horsepower at 5500rpms on the dyno and didn't drop off at all up to 7200rpms . That was as hard as we ran it on the dyno prior to the VW drags .
Will supply more details soon of this engine with new billet turbo grind cam , higher compression ratio , bigger injectors and more boost .
dangerous ·
Thank you Wayne.
hypo-vw ·
Have just finished a great customer project on a 1960 model Karmann Ghia .
I removed the twin webber engine that was a little smokey , cleaned up the engine bay and concealed most of the wiring . Had the engine bay painted , then manufactured a 3 piece custom stianless steel firewall with engraving .
I then did a rebuild on the engine , fitted a Porsche fan conversion kit and manufactured a custom draw-through turbo system with a 1 3/4" SU carburettor .
After everything was manufactured and fitted , the entire assembly was taken apart and every item detailed .
I put the ghia on the dyno last week and it produced a healthy 71.5bhp @ the rear wheels .
Drives extremely smooth and quiet , with great performance .
The owner will have it on display at the Shoalhaven VW clubs show this sunday " BLAST FROM THE PAST " hope to see you there .
I removed the twin webber engine that was a little smokey , cleaned up the engine bay and concealed most of the wiring . Had the engine bay painted , then manufactured a 3 piece custom stianless steel firewall with engraving .
I then did a rebuild on the engine , fitted a Porsche fan conversion kit and manufactured a custom draw-through turbo system with a 1 3/4" SU carburettor .
After everything was manufactured and fitted , the entire assembly was taken apart and every item detailed .
I put the ghia on the dyno last week and it produced a healthy 71.5bhp @ the rear wheels .
Drives extremely smooth and quiet , with great performance .
The owner will have it on display at the Shoalhaven VW clubs show this sunday " BLAST FROM THE PAST " hope to see you there .
Cam ·
Thats a really nice looking motor :thumb draw thru looks so cool esp with porsche shrouds.
Guy_H ·
Audi RS6, stock except APR software - measured at all 4 wheels (just thought I'd chuck it in for something different :P
Doh! - stupid picture attachment - hope someone fixes it!
[ Edited on 3-7-2006 by Guy_H ]
Doh! - stupid picture attachment - hope someone fixes it!
[ Edited on 3-7-2006 by Guy_H ]
Cam ·
:bounce No objections to that at all, awesome cars.Guy_H wrote:Audi RS6, stock except APR software - measured at all 4 wheels (just thought I'd chuck it in for something different :P
Doh! - stupid picture attachment - hope someone fixes it!
[ Edited on 3-7-2006 by Guy_H ]
hypo-vw ·
after many hours on the oval engine , great results have been achieved . Hows 320.6 bhp @ 5600rpm at the rear wheels in 4th gear sound ?
UPDATED ENGINE SPECS- type-4 aircooled , 2868ml , 82 x 105.5mm , WPVW turbo grind cam , 10:1 compression , 14psi boost , 50 x 41 titanium valves , reshaped chambers and extensively welded / ported heads . 5th headstud fitted to each cylinder for better sealing . C-16 racing fuel .Turbo bag fitted and heat wrapped the entire exhaust system .
Kevin @ SOUTH COAST ROTARY PERFORMANCE AND DYNO-TUNE got off the throttle at 5600rpm and the oval was still making power !!
[ Edited on 23-10-06 by hypo-vw ]
[ Edited on 23-10-06 by hypo-vw ]
UPDATED ENGINE SPECS- type-4 aircooled , 2868ml , 82 x 105.5mm , WPVW turbo grind cam , 10:1 compression , 14psi boost , 50 x 41 titanium valves , reshaped chambers and extensively welded / ported heads . 5th headstud fitted to each cylinder for better sealing . C-16 racing fuel .Turbo bag fitted and heat wrapped the entire exhaust system .
Kevin @ SOUTH COAST ROTARY PERFORMANCE AND DYNO-TUNE got off the throttle at 5600rpm and the oval was still making power !!
[ Edited on 23-10-06 by hypo-vw ]
[ Edited on 23-10-06 by hypo-vw ]
Beetspeed ·
Rolling road dyno; Rear wheel Hp!
2056cc type 4 , 914 2,0 heads with 42x36 valves, no porting, mild CR, Webcam 86, DTA ecu, dual Jenvay 48mm TB's, G60 injectors, Ahnendorp 4 into 1 header, single muffler.
Greets,
Walter
[ Edited on 10-11-2006 by Beetspeed ]
hypo-vw ·
Had another dyno session today with the oval . We screwed the boost from 14psi to 19psi to get 335bhp @ the rear wheels and a massive 1450lbs of torque .
Guy_H ·
VW 1.8T Engine, Garrett GT2871R turbo (.64 AR housing) APR tuned on 98 ron gas - standard airbox, 2.75" Oettinger exhaust
[ Edited on 27-2-2007 by Guy_H ]
[ Edited on 27-2-2007 by Guy_H ]
[ Edited on 27-2-2007 by Guy_H ]
[ Edited on 27-2-2007 by Guy_H ]
Guy_H ·
Doh! - Still have problems with this photo posting & image linking.
P.S. motor is stock internals & done 246,000kms
P.S. motor is stock internals & done 246,000kms
dangerous ·
Rodney Penrose 2800cc Autocraft with berg 58 Carbs:
(add 800rpm to that scale for error)
(add 800rpm to that scale for error)
fullnoise ·
As much HP as I can screw out of these mini-D port 040s and 9.6:1 compression.
It's good for 14.6 in the quarter though.
CYA CT
It's good for 14.6 in the quarter though.
CYA CT
dangerous ·
DYNOMANIA
2715cc N/A
2715cc N/A
Beetspeed ·
2,66 ltr type 4 (103x80) N/A
Same 48mm Jenveys, but upgraded to DTA S60:
270Nm and 191 RWHP (about 220 flywheel hp):
Same 48mm Jenveys, but upgraded to DTA S60:
270Nm and 191 RWHP (about 220 flywheel hp):
dangerous ·
2715cc
matberry ·
Good work Dave, what a great thread this is. Put your dyno printout where your mouth is.
Love to see Beetspeed's type IV.
Love to see Beetspeed's type IV.
colin ·
Nice numbers Craig.
Cheers Col
Cheers Col
POZOOM ·
Craig 138HP at ???? RPM
Good power
Good power
BeetleJuice ·
Very Nice!
matberry ·
VERY VERY NICE
Mick058 ·
Nice numbers Craig!
BiX ·
2L Type 1. Built by Leons motors. 48 Ida's. 130hp @ the rear wheels @ ~7100 rpm
westi ·
hey guy's i got my old sheet.the combo had a smaller cam and smaller duration.with slightly higher comp.the combo below is the new set up which i will dyno over the next few days.
86 stroke
94 long barrels
94 aa pistons with valve recess of 200'
heads are 044's ported buy me
44x37
comp is 13.6 to 1
cam is 2297
1.5 rollers
86 stroke
94 long barrels
94 aa pistons with valve recess of 200'
heads are 044's ported buy me
44x37
comp is 13.6 to 1
cam is 2297
1.5 rollers
Flintstones ·
impressive numbers Westi.
I'm guessing this is without NOS?
Cheers
I'm guessing this is without NOS?
Cheers
westi ·
yeh n/a all the way.nos is only for warwick
Craig Torrens ·
So what fuel do you need to use with 13.6:1 compression, is it methanol or a race blend ?
westi ·
102 plus unleaded. fuel 2 race sells it,they are only 4 units up from me.
$2.50 per litre.
$2.50 per litre.
westi ·
and another,
hopefully on monday a new one with the same or more who cares as long as it is still running,
then we are ready to race.
hopefully on monday a new one with the same or more who cares as long as it is still running,
then we are ready to race.
Beetspeed ·
Mostly stock 2 liter type 4 engine (the one most of you don't like 😂 ) from a 914.
Stock crank, stock rods, stock pistons/cylinders, stock cam (!!), stock heads but with Pauter ratio rockers and Scat single springs/ Ti retainers.
Boost at exactly 1 bar or 14.5 psi, pump gas: 235 RWHP or 266.8 FWHP (loss is set at a stock 13-ish % which is too little, so actual FWHP is 270 hp) 345 Nm torque...
Blow through EFI:
Stock crank, stock rods, stock pistons/cylinders, stock cam (!!), stock heads but with Pauter ratio rockers and Scat single springs/ Ti retainers.
Boost at exactly 1 bar or 14.5 psi, pump gas: 235 RWHP or 266.8 FWHP (loss is set at a stock 13-ish % which is too little, so actual FWHP is 270 hp) 345 Nm torque...
Blow through EFI:
westi ·
nasty in looks.
but wicked by nature.love it.
bet that would turn some heads as drive down the street.
but wicked by nature.love it.
bet that would turn some heads as drive down the street.
Beetspeed ·
or the track 😎 :westi wrote:nasty in looks.
but wicked by nature.love it.
bet that would turn some heads as drive down the street.
Thanks!
dangerous ·
Most of us like type 4's beetspeed.
I just like to give the type 4 guys a bit of "encouragment" to pull their fingers out and get their cars done.
Love the tow vehicle,
what are the specs on it?
I just like to give the type 4 guys a bit of "encouragment" to pull their fingers out and get their cars done.
Love the tow vehicle,
what are the specs on it?
matberry ·
Love the total package Beetspeed, even a very cool towcar....way to go mate👍
I have a 914 engine with Haltech inj. just waiting for something like what you've done. Keep up the good work, very impressive.
P.S. Type IV's are ok!
I have a 914 engine with Haltech inj. just waiting for something like what you've done. Keep up the good work, very impressive.
P.S. Type IV's are ok!
Beetspeed ·
Thanks guys!
I agree that its the most non-used aircooled vw for getting done in some form or other. Most are happy just to get them on the road.
Mine is lowered at the front with BMW springs, has bmw calipers front and converted to rear disks with 964 C2 calipers at the back.
It runs dual fuel (LPG and petrol) and dual Dells on the stock 1800S engine, but a 914 2.0 engine is waiting, as is maybe a 915 5-speed tranny lateron.
Rims are Boxster 7/8,5x17 with 225/45 and 195/45
Greets,
Walter
I agree that its the most non-used aircooled vw for getting done in some form or other. Most are happy just to get them on the road.
Mine is lowered at the front with BMW springs, has bmw calipers front and converted to rear disks with 964 C2 calipers at the back.
It runs dual fuel (LPG and petrol) and dual Dells on the stock 1800S engine, but a 914 2.0 engine is waiting, as is maybe a 915 5-speed tranny lateron.
Rims are Boxster 7/8,5x17 with 225/45 and 195/45
Greets,
Walter
NuZo ·
is this legit? first time iv ever herd of such things...
doesnt seam right to me, but if that is real, then good on him! quite an effort!
doesnt seam right to me, but if that is real, then good on him! quite an effort!
T25Turbo ·
Type 1 1600 34pict3 carb
Unknown specs Alan Agyik built - props to Alan.😎
Very reliable motor, dyno tune was done for tuning purposes.
As you can see the dotted lines are air:fuel ratio
Unknown specs Alan Agyik built - props to Alan.😎
Very reliable motor, dyno tune was done for tuning purposes.
As you can see the dotted lines are air:fuel ratio
NuZo ·
BeetSpeed,
Is this you?
It looks exactly like ur bug! has a very nice sound to it too!
if thats ur car it does 13.67 1/4 mile, Thats some great work man!!! well done 😀
Is this you?
It looks exactly like ur bug! has a very nice sound to it too!
if thats ur car it does 13.67 1/4 mile, Thats some great work man!!! well done 😀
Beetspeed ·
Yes, it is, thanks!NuZo wrote:BeetSpeed,
Is this you?
It looks exactly like ur bug! has a very nice sound to it too!
if thats ur car it does 13.67 1/4 mile, Thats some great work man!!! well done 😀
However, at Bitburg my Scat single springs were floating badly. They were really getting worse and you can hear it too at the end of each gear. I ran a 11.996 a month or so before on slicks...
Last weekend I ran a 12.18 with the new motor at a still safe tune and better dual springs 😎
Here's the run on street tires, which was 12.5 at 111 mph:
http://www.youtube.com/watch?v=FvEH8Z6STWM
Hopefully I can show some new dyno sheets in a week or two.
NuZo ·
Thats some top work mate!!
u should post up ur specs and lots of pics of ur car in the members rides section! id love to see more of it 😀
u should post up ur specs and lots of pics of ur car in the members rides section! id love to see more of it 😀
20bkombi ·
Not VW but anyway
20B turbo bridge port (1962cc)
My tune on the street still a little fat and on 12psi pump fuel 98
As the rpm goes up the boost goes down, starts at around 14 (85kph) down to 10 (184kph)
90kph= 4024rpm
145kph=6484rpm
184kph=8484rpm
213kph=9525rpm limiter with more boost and C16
As you can see the turbo is way to small, but is fun for the street and strip, driven most days.
It makes 570hp on C16 and 16psi, I will have to find dyno sheet.
still looking but found this.
20B turbo bridge port (1962cc)
My tune on the street still a little fat and on 12psi pump fuel 98
As the rpm goes up the boost goes down, starts at around 14 (85kph) down to 10 (184kph)
90kph= 4024rpm
145kph=6484rpm
184kph=8484rpm
213kph=9525rpm limiter with more boost and C16
As you can see the turbo is way to small, but is fun for the street and strip, driven most days.
It makes 570hp on C16 and 16psi, I will have to find dyno sheet.
still looking but found this.
typethreeking ·
typethreeking ·
typethreeking ·
as you can see from the above, when your car is way to rich you can drop heap of power but after next week i should be able to better both of these graphs.
Mick058 ·
not vw - buy anyways, here ya go.
Check out the boost curve 👎
With the standard Sti turbo (prob VF34) you'd add another 50kw's or so to that. I'd have to get bored of 200 horse atw first!!!
Check out the boost curve 👎
With the standard Sti turbo (prob VF34) you'd add another 50kw's or so to that. I'd have to get bored of 200 horse atw first!!!
dangerous ·
Nice power craig.
See how the a/f rato dips at 126 and 162 there is a matching dip in the power.
I am sure that can be made better with different jets and airs,
but it may need totlly different emulsion tube to get perfect....pretty tough to do.
EFI would be nice on that car.
See how the a/f rato dips at 126 and 162 there is a matching dip in the power.
I am sure that can be made better with different jets and airs,
but it may need totlly different emulsion tube to get perfect....pretty tough to do.
EFI would be nice on that car.
reub ·
http://forums.aussieveedubbers.com/viewtopic.php?tid=78613👍Craig Torrens wrote:Injection would be nice 😎
typethreeking ·
Craig Torrens ·
Congrats👍
warb ·
throw mine up, had kadrons on for this, will have to head back out soon with the Del's, there is a noticeable improvement..
matberry ·
Nice Warb. What cam and heads?
Beetspeed ·
Had a 'new' (second hand) turbo mounted and thought to have it dyno'd again as it seemed quite more powerfull.
It was: 350 hp at 6400 rpm and 420 Nm (310 ft.lbs).
Stock type 4 crank, no counterweighing, stock type 4 head castings, just 0,50" of valve lift.
Vid of the run:
http://www.youtube.com/watch?v=nljeNyH07Cs
Who needs a suby engine anyways 😂
It was: 350 hp at 6400 rpm and 420 Nm (310 ft.lbs).
Stock type 4 crank, no counterweighing, stock type 4 head castings, just 0,50" of valve lift.
Vid of the run:
http://www.youtube.com/watch?v=nljeNyH07Cs
Who needs a suby engine anyways 😂
matberry ·
Beetspeed wrote:Who needs a suby engine anyways 😂
😂😂😂
Love your car Beetspeed, very nicely sorted.👍
55slug ·
Heres mine. At flywheel, belt on. 2442, wedgeports, FK87 10.5:1, pump gas, streetable.
We tried lots of different things carb wise - started with F7's, went to F11, F16, F2 - F7s gave the best AF. 42mm vents made more power than 44's, tried 37's but ran out of time to get tthem jetted right.
Due to a Valve train issue, repeatability got a bit tricky. Confident will make 200 plus Hp once sorted out. Playing with Cam timing to try and pull the power up the rev range a bit.
For reference - oil pressure was running at about 43 psi, after shimming up the flywheel end oil relief valve so it couldnt relieve, the jaycee bypass came into play at 80 ish psi.
We tried lots of different things carb wise - started with F7's, went to F11, F16, F2 - F7s gave the best AF. 42mm vents made more power than 44's, tried 37's but ran out of time to get tthem jetted right.
Due to a Valve train issue, repeatability got a bit tricky. Confident will make 200 plus Hp once sorted out. Playing with Cam timing to try and pull the power up the rev range a bit.
For reference - oil pressure was running at about 43 psi, after shimming up the flywheel end oil relief valve so it couldnt relieve, the jaycee bypass came into play at 80 ish psi.
matberry ·
Very NICE....my favorite cam 🙂 That 195 hp, is that at the wheels or on an engine dyno?
55slug ·
Engine dyno. At the flywheel.
20bkombi ·
This was late 2009, 74th pull on this dyno since the 20b convertion and 22 from others 3 more from Leons motors
looking at more power later in the year.
looking at more power later in the year.
westi ·
what a hard act to follow.
thanls arron.
anyhow here's the latest
thanls arron.
anyhow here's the latest
reub ·
1915cc, wedgeports 44x37.5, FK87, 10:1 comp, EFI
fullnoise ·
There isn't much left in it now.
CT
Beetspeed ·
With a little more tuning and a bit more boost:
This is converted flywheel hp (343 was at the wheels)
This is converted flywheel hp (343 was at the wheels)
Flintstones ·
Very nice and good for 10 sec qtr's!!
Do you have any further details on the engine and box?
Cheers
D
Do you have any further details on the engine and box?
Cheers
D
Beetspeed ·
Of course, but not sure if this is the right thread for elaborate spec sheets as its fairly long...Flintstones wrote:Very nice and good for 10 sec qtr's!!
Do you have any further details on the engine and box?
Cheers
D
In short: 103x66mm type 4 engine
Alu-nikasil (Oettinger) cylinders, custom JE pistons;
stock crank, stock rods, stock flywheel, all massaged a bit though for better longlivety of course;
Piston squirters, case shuffle pinned.
Stock head castings (914), non-welded, just bigger valves (46x40) with Ti retainers, dual Berg VW springs.
DTA S60-pro ecu; 1000cc injectors (at 80% at 7K rpm..), Jenvey 4x48mm Throttle bodies.
Webcam 163 grind on 114LC, tool steel lightweigth T1 lifters, DLC coated as were the piston pins and rocker shafts.
Stock rockers with porsche swivel feet;
Garret Gt3076R turbo with too small hot side (8cm²);
Large air-air intercooler, water-methanol injection from Aquamist.
Gearbox is a 5-speed porsche G50 tranny with a twin-disk Kennedy 9" (228mm) set-up with black-magic disks.
Hydraulic clutch with annualar slave and in-tunnel Saco main brake cylinder.
Thats about it. In a 'normal' hot drag bug that would surely do 10's, but my heavy circuit-orientated superbeetle is 'only' getting mid-11's at about 120 mph at 1.72 60ft.
Oh, but I recently got a bigger (twin-scroll) turbo with a larger hot-side now 😎
waveman1500 ·
Hell's teeth! 343hp at the wheels of a Beetle using an air-cooled motor! 😀 😀 🤪 That thing must be amazing!
matberry ·
Thanks for sharing Wally.....I LOVE your engine 😍😍😍
Keep up the good work.......more power to you too 😀
Keep up the good work.......more power to you too 😀
type4turbo ·
Hi Wally, that is a great engine u got there.
I remember about 10 years ago, when i was living in south africa, and i was making 440 hp with a mostly stock bottom-end on a type 4, 2litre, someone on shoptalk said that it could not be done (the guy was from australia) because he had a hard time doing it with a Nissan sr20. I guess that guy is eating his own words now.😎
Great job and love the car.
Hermann.
I remember about 10 years ago, when i was living in south africa, and i was making 440 hp with a mostly stock bottom-end on a type 4, 2litre, someone on shoptalk said that it could not be done (the guy was from australia) because he had a hard time doing it with a Nissan sr20. I guess that guy is eating his own words now.😎
Great job and love the car.
Hermann.
vassy66T1 ·
Here is the engine in my 69 Single cab
• Case: Type I, Auto Linea, 2165cc : 78 x 94
• Heads : CB cnc round port, 40 x 35.5mm s/s valves, performance multi angle valve job, chambers reworked, un-shrouded valves & polished. Stock 1.1:1 rockers, Shimmed HD shafts, Porsche style swivel foot adjusters
• Crankshaft: Scat forged chromoly c/w 78mm, endfloat set to: .027”
• Connecting Rods: Scat I beam ARP 3/8 bolts
• Camshaft : Engle W110, endfloat set to: .002”
• Camshaft manufacturers recommended valve lash : Intake .002”, Exhaust .002”
• Straight cut timing gears with .003” gear lash
• Cylinder spacer fitted: 1.5mm
• Head gasket fitted: .060”
• Combustion chamber volume: 60cc
• Deck height: .060”
• Static compression ratio : 8.6:1
• Carbs: Weber 44 IDF, Jets fitted: 36mm venturi, 180;F11;140;55
• Distributor : 009
• Ignition : 32* total advance
• Spark plugs: NGK D6EA
• Clutch: KEP 200mm Stage 1, 1700 lb, dual compound solid disc
• Flywheel: 200mm lightened 12lb, 12V
• Exhaust System: 1 5/8”, 4 into 1, Stainless steel sidewinder
• Oil system: 26mm blueprinted pump, full flow with filter, cooler and thermostatically controlled fan, deep sump and case modified for improved windage and oil return
• Engine assembly balanced and crank oil clearances set to .0025” - .003”
• Vented tappet covers and oil filler with ½” lines and Empi breather box
• Engine oil: ACE 30, 20W-40
Gets around the 11l/100km on a regular basis and doesn't get past 85 degrees temp. Great engine.
• Case: Type I, Auto Linea, 2165cc : 78 x 94
• Heads : CB cnc round port, 40 x 35.5mm s/s valves, performance multi angle valve job, chambers reworked, un-shrouded valves & polished. Stock 1.1:1 rockers, Shimmed HD shafts, Porsche style swivel foot adjusters
• Crankshaft: Scat forged chromoly c/w 78mm, endfloat set to: .027”
• Connecting Rods: Scat I beam ARP 3/8 bolts
• Camshaft : Engle W110, endfloat set to: .002”
• Camshaft manufacturers recommended valve lash : Intake .002”, Exhaust .002”
• Straight cut timing gears with .003” gear lash
• Cylinder spacer fitted: 1.5mm
• Head gasket fitted: .060”
• Combustion chamber volume: 60cc
• Deck height: .060”
• Static compression ratio : 8.6:1
• Carbs: Weber 44 IDF, Jets fitted: 36mm venturi, 180;F11;140;55
• Distributor : 009
• Ignition : 32* total advance
• Spark plugs: NGK D6EA
• Clutch: KEP 200mm Stage 1, 1700 lb, dual compound solid disc
• Flywheel: 200mm lightened 12lb, 12V
• Exhaust System: 1 5/8”, 4 into 1, Stainless steel sidewinder
• Oil system: 26mm blueprinted pump, full flow with filter, cooler and thermostatically controlled fan, deep sump and case modified for improved windage and oil return
• Engine assembly balanced and crank oil clearances set to .0025” - .003”
• Vented tappet covers and oil filler with ½” lines and Empi breather box
• Engine oil: ACE 30, 20W-40
Gets around the 11l/100km on a regular basis and doesn't get past 85 degrees temp. Great engine.
colin ·
Thats a really nice hp curve Vassy, i bet she has a great torque in the low and mid range.
Well done.
Cheers Col
Well done.
Cheers Col
Beetspeed ·
As its been a while since there has been updates here, I'll start off with a recent dyno pull of the same motor as my last two sheets. Only difference basically is a much bigger turbo.
Two pulls: one at 14.5 psi and one at 23.5 psi.
All hp and torque readings are at the wheels.
http://www.youtube.com/watch?v=w-RXNFC5o6Y
396 rear wheel Hp (and still climbing) 8)
It was relatively hot today though (about 30 Celcius, 85F).
Two pulls: one at 14.5 psi and one at 23.5 psi.
All hp and torque readings are at the wheels.
http://www.youtube.com/watch?v=w-RXNFC5o6Y
396 rear wheel Hp (and still climbing) 8)
It was relatively hot today though (about 30 Celcius, 85F).
dangerous ·
dangerous ·
hypo-vw ·
new dyno sheet for my 1956 turbo oval streeter . Engine is a 2827ml type-4 turbo / injected engine . It produced 443hp @ the wheels and a massive 1750lbs tractive effort . this dyno sheet shows 430hp @ the wheels 😎
hypo-vw ·
Ben Ford has refreshened the engine in his supercharged type-1 2442ml engine and it produced 213hp @ the wheels . This sheet shows 212 @ the wheels
hypo-vw ·
WPVW team member Chris Bolton has finished his new drag bug . The WPVW built 2387ml type-1 turbo / carb engine produced 238hp @ the wheels
Craig Torrens ·
My Hillclimb combination that was used from 1996-2004.......It was Built by Stan Pobjoy and was promoted on his website as a "Works" engine.
69mm (welded counterweights) VW crank,94 Mahle P&B, Ported CB Performance Street Eliminators with 42 x 37.5mm Valves, VW 1.1 Rockers, 44 Idf webers with 36mm vents, 1 5/8th Merged Exhaust with high flow muffler. 10.5:1 compression
Dyno Run was done using 100 octane AVGAS and a power pulley.
The motor produced 111.6hp atw when the "hillclimb only" pulley was used, this being only 60mm Dia !!
69mm (welded counterweights) VW crank,94 Mahle P&B, Ported CB Performance Street Eliminators with 42 x 37.5mm Valves, VW 1.1 Rockers, 44 Idf webers with 36mm vents, 1 5/8th Merged Exhaust with high flow muffler. 10.5:1 compression
Dyno Run was done using 100 octane AVGAS and a power pulley.
The motor produced 111.6hp atw when the "hillclimb only" pulley was used, this being only 60mm Dia !!
hellbugged ·
That spins me out Craig 😵 never did add mine to this list
1776cc baby motor 😏
98.5 H.P
1776cc baby motor 😏
98.5 H.P
JVLRacing ·
😂😂😂hellbugged wrote:That spins me out Craig 😵 never did add mine to this list
1776cc baby motor 😏
98.5 H.P
matberry ·
mmmmm..........................Nice Craig 👍👍
mmmmmmmmm.....................nicer Daimo 🙂 👍👍
👍👍👍
mmmmmmmmm.....................nicer Daimo 🙂 👍👍
👍👍👍
dangerous ·
Some improvements:
Playing with the timing curve:
Playing with the timing curve:
Stanley ·
250hp+....awesome stuff Dave. Good to see all your hard work paid off.....👍
vassy66T1 ·
Great looking power curve too 👍
matberry ·
Wow, congratulations on a super effort DB
TheMiniMan ·
Dave,,, if anything comes anywhere near those 2 air-boxes it will just be sucked through a massive black hole to a new parallel demented universe :-)
:-)
:-)
1916baja ·
😂 the 3rd dimension.... I think i'd get sucked in if i got to close!
dangerous ·
TheMiniMan wrote:Dave,,, if anything comes anywhere near those 2 air-boxes it will just be sucked through a massive black hole to a new parallel demented universe :-)
:-)
hellbugged ·
always nice to hear DB 👍
JVLRacing ·
N/a too😎
Sides ·
Yeah, as others have said - awesome stuff DB !!!
👍
I like the comment on the video about the engine being "VW aftermarket 2700cc"... the new King of Understatement I reckon.
😂
👍
I like the comment on the video about the engine being "VW aftermarket 2700cc"... the new King of Understatement I reckon.
😂
hypo-vw ·
Dyno sheet for Chris Boltons 1967 turbo type-1 engine . Chris' engine made 305hp@ the wheels on just 10psi boost , with the new turbo header & intake manifold that I fabricated for him
hypo-vw ·
a new dyno sheet for my son Deans' 69 beetle . 2733ml type-4 turbo engine with 750dp Holley , 256hp@ the wheels on just 8psi boost
davidt ·
This is my 1972 Superbug with my own Megasquirt fuel injection setup. Scat 1915cc engine with counterweighted 69mm crankshaft, 94mm pistons, pro-street heads with 40mm x 35.5mm stainless valves, C35 camshaft with 476” lift, 1.25:1 ratio rockers, 8.5:1 compression and 12 ½ lb lightened flywheel. Twin 50mm Ford Laser throttle boddies, 270cc Nissan CA18ET Turbo injectors, twin Holden Commodore wasted spark coils, 36/1 toothed wheel and Ford Falcon crank angle sensor, cold air induction, custom 4" muffler with twin baffled 2 1/2" tips. 78HP at the wheels at 4900rpm on 94 octane fuel. Gets 8.0L/100km on the highway and 11-13L/100km around town. Oil temps don't go over 97C and CHT under 350F. At the 2012 Warwick drags I managed an 11.537 at 59.44mph in a 970kg car (without my 92kg lard arse body) and won my four heats. Currenty fitting an AMR500 supercharger and hoping for 5-8psi of boost and 30-40hp increase in power (hopefully!!).
Gracey ·
Nice fabrication work davidt!!
davidt ·
Thanks Gracey. I tried to attach extra pictures but I must have stuffed it up so I will do them one at a time.
Here is the graph from the Dyno Day at Leons Motors June 1st 2013.
Here is the graph from the Dyno Day at Leons Motors June 1st 2013.
davidt ·
Here is the engine without the cold-air filter box. Note that the AMR500 supercharger still needs the intake plumbing and blow-off valve to be fitted. I have had it running and boy is it LOUD. It makes a screaming noise that can be heard in the next street.
1303Steve ·
Hi
About time I had something to post in this thread.
My 2.0 litre Subaru WRX STI powered Beetle, stock motor, stock VF30 IHI turbo, 3 inch exhaust, stock ported exhaust manifolds, Grimmspeed cross pipe, PWR air to water inter cooler & Autronic SM4 ECU.
204.5 kW, 496 Nm torque on 20.3 psi
About time I had something to post in this thread.
My 2.0 litre Subaru WRX STI powered Beetle, stock motor, stock VF30 IHI turbo, 3 inch exhaust, stock ported exhaust manifolds, Grimmspeed cross pipe, PWR air to water inter cooler & Autronic SM4 ECU.
204.5 kW, 496 Nm torque on 20.3 psi
colin ·
That's awesome Steve.
Are you attending Warwick this year?
Larry and I are both racing.
Cheers Col
Are you attending Warwick this year?
Larry and I are both racing.
Cheers Col
Jak Rizzo ·
& U can also drive it every day of the week.1303Steve wrote:Hi
About time I had something to post in this thread.
My 2.0 litre Subaru WRX STI powered Beetle, stock motor, stock VF30 IHI turbo, 3 inch exhaust, stock ported exhaust manifolds, Grimmspeed cross pipe, PWR air to water inter cooler & Autronic SM4 ECU.
204.5 kW, 496 Nm torque on 20.3 psi
davidt ·
Finally put my blower conversion on the Dyno. I was very happy with the results. The engine is extremely responsive and has grunt right through the rev range. It is soooo much fun to drive on the street.
Scat 1915cc, Megasquirt ECU & custom fuel injection, E85 fuel and AMR500 supercharger. Made 116hp at 4900rpm but had a minimum of 110hp between 4000rpm and the rev limiter at 5700rpm. Maximum torque ran between 2500rpm and 4000rpm and peaked with around 525lbs of tractive effort. As a comparison, a standard 1600DP makes 38-40hp and 250lbs of tractive effort on the same Dyno. After the Dyno session I found a loose L/H inlet manifold, plus on the data logs the air-fuel ratio was in the 10's (quite rich) above 5000rpm so there may be more in the old girl yet.
Scat 1915cc, Megasquirt ECU & custom fuel injection, E85 fuel and AMR500 supercharger. Made 116hp at 4900rpm but had a minimum of 110hp between 4000rpm and the rev limiter at 5700rpm. Maximum torque ran between 2500rpm and 4000rpm and peaked with around 525lbs of tractive effort. As a comparison, a standard 1600DP makes 38-40hp and 250lbs of tractive effort on the same Dyno. After the Dyno session I found a loose L/H inlet manifold, plus on the data logs the air-fuel ratio was in the 10's (quite rich) above 5000rpm so there may be more in the old girl yet.
cnfabo ·
That's awesome man good work....heaps of low end grunt and holds it up top too...luvin it..davidt wrote:Finally put my blower conversion on the Dyno. I was very happy with the results. The engine is extremely responsive and has grunt right through the rev range. It is soooo much fun to drive on the street.
Scat 1915cc, Megasquirt ECU & custom fuel injection, E85 fuel and AMR500 supercharger. Made 116hp at 4900rpm but had a minimum of 110hp between 4000rpm and the rev limiter at 5700rpm. Maximum torque ran between 2500rpm and 4000rpm and peaked with around 525lbs of tractive effort. As a comparison, a standard 1600DP makes 38-40hp and 250lbs of tractive effort on the same Dyno. After the Dyno session I found a loose L/H inlet manifold, plus on the data logs the air-fuel ratio was in the 10's (quite rich) above 5000rpm so there may be more in the old girl yet.
Fabo
tassupervee ·
Sweet conversion M8.cnfabo wrote:That's awesome man good work....heaps of low end grunt and holds it up top too...luvin it..davidt wrote:Finally put my blower conversion on the Dyno. I was very happy with the results. The engine is extremely responsive and has grunt right through the rev range. It is soooo much fun to drive on the street.
Scat 1915cc, Megasquirt ECU & custom fuel injection, E85 fuel and AMR500 supercharger. Made 116hp at 4900rpm but had a minimum of 110hp between 4000rpm and the rev limiter at 5700rpm. Maximum torque ran between 2500rpm and 4000rpm and peaked with around 525lbs of tractive effort. As a comparison, a standard 1600DP makes 38-40hp and 250lbs of tractive effort on the same Dyno. After the Dyno session I found a loose L/H inlet manifold, plus on the data logs the air-fuel ratio was in the 10's (quite rich) above 5000rpm so there may be more in the old girl yet.
Fabo
What boost pressure to get those fugures?
E
davidt ·
Thanks. The boost varies depending on revs. On the dyno run, the boost starts at 7psi at 2100rpm and then dips down to 5.3psi at 4100rpm and then climbs to 10.9psi at the 5700rpm limiter. Since I am using a positive displacement blower, the actual air getting pumped into engine cannot vary, give or take pumping loses, etc.
The boost pressure that is registered on a gauge is just the restriction of flow of the actual air getting pumped through the intake system, cylinders and exhaust system. So I believe that the boost pressure is not actually dipping in the mid range. That is where the engine is at it's most efficient. On my Scat 1915cc engine the intake plumbing size, intake port size, valve size, cam profile are set-up for max torque in the 2000-3000rpm and max power at 5000rpm. So in summery I think that if I ported the heads, fitted even larger valves and fitted a more aggressive cam suited to supercharging, then I would expect the boost to be more linear and the power would increase. An intercooler would really help as well but there is not enough space.
If you want to see the datalog from the dyno pulls then please contact me via email at thieledj@optusnet.com.au and I will send it to you (was too big to post here).
The boost pressure that is registered on a gauge is just the restriction of flow of the actual air getting pumped through the intake system, cylinders and exhaust system. So I believe that the boost pressure is not actually dipping in the mid range. That is where the engine is at it's most efficient. On my Scat 1915cc engine the intake plumbing size, intake port size, valve size, cam profile are set-up for max torque in the 2000-3000rpm and max power at 5000rpm. So in summery I think that if I ported the heads, fitted even larger valves and fitted a more aggressive cam suited to supercharging, then I would expect the boost to be more linear and the power would increase. An intercooler would really help as well but there is not enough space.
If you want to see the datalog from the dyno pulls then please contact me via email at thieledj@optusnet.com.au and I will send it to you (was too big to post here).
tassupervee ·
Intercooling is always an issue for Krauts.
Your smallest and most flexible option would be a water cooler (which I use on another application) A 600Hp cooler is about 350mm square by 120 thick. Can type cooers are quite small and could be placed under the back seat or something like that. The piping length is irrelevant.
Cooler radiator placement and piping mightr be a challenge tho.
the gains just arent there tho to justify the setup cosats and time on such a low pressure combo tho.
Best alternative would be water injection. It would work ok on this setup. Use a PWM aux op on ur ECU to drive the pressure pump for a fully progressive setup.
again, nowhere near necessary on this combo tho. easy enough to tune around via inlet density anyway.
Nice looking rig m8
Cheers
E
Your smallest and most flexible option would be a water cooler (which I use on another application) A 600Hp cooler is about 350mm square by 120 thick. Can type cooers are quite small and could be placed under the back seat or something like that. The piping length is irrelevant.
Cooler radiator placement and piping mightr be a challenge tho.
the gains just arent there tho to justify the setup cosats and time on such a low pressure combo tho.
Best alternative would be water injection. It would work ok on this setup. Use a PWM aux op on ur ECU to drive the pressure pump for a fully progressive setup.
again, nowhere near necessary on this combo tho. easy enough to tune around via inlet density anyway.
Nice looking rig m8
Cheers
E
davidt ·
I had investigated using a water-to-air intercooler but as you said, the cost and space were an issue. I still wanted to be able to close the deck lid and have the car look standard. I have experienced manifold air temps of up to 150C with the highest readings being under deceleration. So to combat the high temps, I converted to E85. That required larger or additional injectors. There were four 270cc injectors in the inlet manifolds and I installed a 170cc injector between the throttle body and the blower and then another 170cc unit after the blower. The MAT sensor was installed close to the air outlet of the blower. Unfortunately the reading from the MAT sensor were incorrect unless decelerating as the fuel was cooling the sensor and giving an incorrect reading. The high air temp melted the MAT sensor on the drive to the dyno session so I have now moved the sensor to just above the L/H inlet manifold. I will see what the results are after the new fan arrives. I had installed water injection early on when I was using petrol to combat the inlet temps and also the detonation that I was experiencing. It is probably not needed now but it doesn't hurt to use it. Yes I am controlling the water spray with the Megasquirt ECU. The injector prior to the blower has now been moved to after the blower into the position vacated by the MAT sensor. I guess we will see how it all goes.
Hooroo
David
Hooroo
David
tassupervee ·
Those sky high IAT's are a mystery tho. Something is wrong in my view.
With tha TB as a pull-thru closed, and close to absolute vacuum behind it, there isnt anytbing to compress and generate the heat and b ugger all airflow to remove the heat.
Your pipework is pretty large, but just isnt subject to that much radiated heat with the zorst pipes exiting below........
Its under 4Deg.C temp rise per psi compressing air, ignoring any additional mechanical heat sources so how the temps are being elevated that high in the inlet and the fact that youve had to get so funky with additional injectors is very worthy of further investigation.
Good luck with it tho. its a very cool installation!!!
E
With tha TB as a pull-thru closed, and close to absolute vacuum behind it, there isnt anytbing to compress and generate the heat and b ugger all airflow to remove the heat.
Your pipework is pretty large, but just isnt subject to that much radiated heat with the zorst pipes exiting below........
Its under 4Deg.C temp rise per psi compressing air, ignoring any additional mechanical heat sources so how the temps are being elevated that high in the inlet and the fact that youve had to get so funky with additional injectors is very worthy of further investigation.
Good luck with it tho. its a very cool installation!!!
E
davidt ·
That was my thinking when I converted from blow-through to draw-through. But the blower still generates excessive heat. It turns freely and I have checked the oil level. The water injection is between the butterfly and the blower inlet. The blower is running a pulley ratio of 3:1 and is spinning at 2800rpm at engine idle, 9000rpm at 100kph and 16500rpm at 5500rpm. I guess this is what is causing the high temps.
Thanks.
David
Thanks.
David
tassupervee ·
Jeez. Blow thru with a superblower!!! Gawwd.
Thats a complete arse to get working at all with bloody blow off/relief valves hissing everywhere or belts flicking off. Throttle response ends up pretty firey as well!!!! Instant boost once the throttle is cracked!!!
A M8 set up a blow thru turbo over supercharger on a crazy Pinto 2.3. it was idling at 12psi!!!!!! Had several 2" poppett valves set up to relieveair pressure down from the blower and the thing wheezed like a big air compressor at idle and any time the throttle was shut!
If it didnt flick the blower belts off it went from idling to about 300 Hp the instant the throttle was cracked!
This was an (estimated) 700Hp turbo over supercharged thing and was undriveable.. I mean.. UNdriveable. it just went from zero to hero as soon as the throttle was cracked.
Was funny to see it getting out of the driveway alternately idling or frying tyres. its all it did!!!!!!!
E
Thats a complete arse to get working at all with bloody blow off/relief valves hissing everywhere or belts flicking off. Throttle response ends up pretty firey as well!!!! Instant boost once the throttle is cracked!!!
A M8 set up a blow thru turbo over supercharger on a crazy Pinto 2.3. it was idling at 12psi!!!!!! Had several 2" poppett valves set up to relieveair pressure down from the blower and the thing wheezed like a big air compressor at idle and any time the throttle was shut!
If it didnt flick the blower belts off it went from idling to about 300 Hp the instant the throttle was cracked!
This was an (estimated) 700Hp turbo over supercharged thing and was undriveable.. I mean.. UNdriveable. it just went from zero to hero as soon as the throttle was cracked.
Was funny to see it getting out of the driveway alternately idling or frying tyres. its all it did!!!!!!!
E
Fiatdude ·
Here's my 2989 turbo'd engine is street tune -- video --
lou0060 ·
Got my graphs today from our dyno run last week.
I've only posted the HP vrs Boost graph but the air ratio graph looks good with a:f ratio at just under -12:1 alomost all the way thru the rev range and the other graph is the tractive effort which pretty much followed the HP graph and peaked at around 1030 lbs force.
Not a bad result for what is basically a stock EJ20 twin turbo out of a 1995 liberty. All I have done is eliminate the PCV valve, pod filter on the intake, straight thru exhaust from each turbo, exhaust vacuum crackcase extraction into oil catch cans, a reprogrammed Mines No2 ECU and an external oil cooler/filter plus a front mount air to air intercooler. Details are under the non-vw engine forum.
This is running on 98 octane fuel and we are now going to change over to my 105 octane fuel which should improve the numbers even further.
Oh, and I paid $400 for the engine........
I've only posted the HP vrs Boost graph but the air ratio graph looks good with a:f ratio at just under -12:1 alomost all the way thru the rev range and the other graph is the tractive effort which pretty much followed the HP graph and peaked at around 1030 lbs force.
Not a bad result for what is basically a stock EJ20 twin turbo out of a 1995 liberty. All I have done is eliminate the PCV valve, pod filter on the intake, straight thru exhaust from each turbo, exhaust vacuum crackcase extraction into oil catch cans, a reprogrammed Mines No2 ECU and an external oil cooler/filter plus a front mount air to air intercooler. Details are under the non-vw engine forum.
This is running on 98 octane fuel and we are now going to change over to my 105 octane fuel which should improve the numbers even further.
Oh, and I paid $400 for the engine........
1303Steve ·
more to come, 98 and E85 tune, its only 25 kW more but it hits so hard
Rosco86 ·
69mm x 85.5mm = 1584cc
8.5:1 CR
counter weighted crank
stock rods
stock pistons with modified rings
lightened flywheel
Balanced
Stock twin port heads, no porting or polishing anywhere.
Stock valves and seats with a 3 angle cut.
Single springs
Stock rockers modified to 1.25:1 (max lift 9.6mm inlet and 9.2mm exhaust)
Cam:
Inlet and Exhaust Phase Angle: 107° ± 15'
Lobe Lift Table maximum (mm):
Degrees Inlet Exhaust
90 Opening 0.061 0.165
75 0.266 0.353
60 0.651 0.700
45 2.552 2.448
30 5.297 5.017
15 7.152 6.793
0 Peak 7.778 7.391
15 Closing 7.154 6.787
30 5.310 4.993
45 2.596 2.364
60 0.679 0.632
75 0.310 0.288
90 0.118 0.081
Solex 34 carb with a 29mm restrictor plate immediately below.
approx 205 main.
Stock inlet mainfold and end castings.
Still running a stock fan
009 distributor with electronic ignition
66hp and 83ft/lb engine will not see over 6000rpm. As you can see our inlet restriction kills us.
8.5:1 CR
counter weighted crank
stock rods
stock pistons with modified rings
lightened flywheel
Balanced
Stock twin port heads, no porting or polishing anywhere.
Stock valves and seats with a 3 angle cut.
Single springs
Stock rockers modified to 1.25:1 (max lift 9.6mm inlet and 9.2mm exhaust)
Cam:
Inlet and Exhaust Phase Angle: 107° ± 15'
Lobe Lift Table maximum (mm):
Degrees Inlet Exhaust
90 Opening 0.061 0.165
75 0.266 0.353
60 0.651 0.700
45 2.552 2.448
30 5.297 5.017
15 7.152 6.793
0 Peak 7.778 7.391
15 Closing 7.154 6.787
30 5.310 4.993
45 2.596 2.364
60 0.679 0.632
75 0.310 0.288
90 0.118 0.081
Solex 34 carb with a 29mm restrictor plate immediately below.
approx 205 main.
Stock inlet mainfold and end castings.
Still running a stock fan
009 distributor with electronic ignition
66hp and 83ft/lb engine will not see over 6000rpm. As you can see our inlet restriction kills us.
modnrod ·
Superstockers! 👍😉Rosco86 wrote:69mm x 85.5mm = 1584cc
8.5:1 CR
counter weighted crank
stock rods
stock pistons with modified rings
lightened flywheel
Balanced
Stock twin port heads, no porting or polishing anywhere.
Stock valves and seats with a 3 angle cut.
Single springs
Stock rockers modified to 1.25:1 (max lift 9.6mm inlet and 9.2mm exhaust)
1303Steve ·
I forgot to post my E85 tune results
Rosco86 ·
Forgot to say we are on e10.modnrod wrote:Superstockers! 👍😉
1303Steve ·
Old thread but I thought it might be worth reviving
I had the Oval tuned the other day on a dyno at Tunesmith
Engine specifications
1916. Stock heads 110 Engle cam (not ideal for a supercharged motor) and 1.25 rockers, Vintage speed exhaust. 4 LS coils, Dubshop crankangle sensor and CB cam position sensor. Haltech Nexus 2 ecu. 485cc injectors with a 5th injector before the supercharger and drive by wire.
SC12 supercharger with custom pulleys.
Best 98 RON run was 98.5 kW or 132 hp at 5550 rpm and 80% throttle.
We then swapped to E85 and did a few power runs but a gasket leak at the inlet manifold prevented anymore power runs, but it still made 108kW or 145.6 hp at the wheels on 90% throttle.
The best thing about the drive by wire is that the throttle can be used to limit boost. The drive by wire is also used as a rev limiter, it rolls the throttle off near redline before a fuel cut
I'm using Mexican efi manifolds that were modified by Ben Wallker from Third Strike Fabrications
I had the Oval tuned the other day on a dyno at Tunesmith
Engine specifications
1916. Stock heads 110 Engle cam (not ideal for a supercharged motor) and 1.25 rockers, Vintage speed exhaust. 4 LS coils, Dubshop crankangle sensor and CB cam position sensor. Haltech Nexus 2 ecu. 485cc injectors with a 5th injector before the supercharger and drive by wire.
SC12 supercharger with custom pulleys.
Best 98 RON run was 98.5 kW or 132 hp at 5550 rpm and 80% throttle.
We then swapped to E85 and did a few power runs but a gasket leak at the inlet manifold prevented anymore power runs, but it still made 108kW or 145.6 hp at the wheels on 90% throttle.
The best thing about the drive by wire is that the throttle can be used to limit boost. The drive by wire is also used as a rev limiter, it rolls the throttle off near redline before a fuel cut
I'm using Mexican efi manifolds that were modified by Ben Wallker from Third Strike Fabrications
1303Steve ·
VWRX