Would You do this to Your New Beetle???

and if so, Why???

Lee

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[ Edited on 2-6-2006 by 68AutoBug ]

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BBB put that Beetle in my Fasty post when everyone was guessing what I'd bought... LOL

Seems a bit extreme, but I'd love to have a ride in it! :P

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I treausure my eardrums too much. My preference would be to put it in a kombi and park the New Beetle behind it. :vader

At least the engine is in the back where it should be!!

To all the NB owners, I'm sorry if what I say offends you.

In answer to 68autobug's question...
YES!!!
The only remotely interesting thing about the NB is it's body shell. What's underneath it is lack lustre at best. It's a plastic glorified golf. When the concept one came out I was hoping VW would finally pull there collective fingers out and build a REAL performance beetle. But no, there is the turbo beetle, but it's not even as quick as it's relatively slow older Golf gti brother. There was a fantastic VR6 6speed AWD model, but there were only a few hundred or so made and none of them ever made it out here. I say chop chop chop. Go rwd like the Ron Lummus. Put a freakin jet motor in ya NB, better yet, put TWO jet motors in ya NB!

Again, sorry if I offended anyone.

No...but I've always got admiration for such extreme measures of pure craziness..thats insane

This is a my street-legal jet car on full afterburner. The car has two
>engines: the production gasoline engine in the front driving the front
>wheels and the jet engine in the back. The idea is that you drive
>around legally on the gasoline engine and when you want to have some
>fun, you spin up the jet and get on the burner (you can start the jet
>while driving along on the gasoline engine). The car was built because

>I wanted the wildest street-legal ride possible. With this project, I
>was able to use some stuff I learned while getting my fancy engineering

>degree (I have a PhD in Mechanical Engineering from Stanford
>University) to design the car without the distraction of how other
>people have done it in the past - because no one has. I don't know how
fast the car will go and probably never will.
>The car was built to thrill me, not kill me. That doesn't stop me from

>the occasional blast on the highway though.
>
>
>The car is licensed here in California. In California, new cars have
>bi-annual smog inspections so if you modify the engine, it is likely to

>fail the inspection and you won't be able to drive it on the street.
>There are some exempt engine modifications (ex. after-cat mufflers -
>big deal) but none that will allow you to add 1350 hp to a new car.
>
>
>Car was built to look as if VW delivered the car this way. It handles
>fine and is safe. I was thinking of putting it into an import car show

>but the promoter told me that it looked too plain and recommended that
>I put some decals on it, lower it, and put on some aftermarket wheels.

>Sure kid, put on some flimsy wheels won't take a curb and don't center
>on the hubs, lower the car so the tires rub and get cut by the body
>using springs that bounce me all over the road, and advertise for
>companies that couldn't engineer themselves out of a paper bag. I
>would have thought the 14" diameter tailpipe was enough for him but I
>guess it wasn't. Response from the hot rod magazines has been slow.
>One editor told me that is because I didn't use anything they
>advertise. But the response to driving it on the street and going to
>the hot rod shows (San Francisco Custom Car Show, Grand National Show
in Pomona, and the Detroit Autorama) has been fantastic.
>This car attracts crowds better than any '32 Ford, '69 Camaro, or
>decaled Honda.
>
>
>
>The Beetle was chosen because it looks cool with the jet and it shows
it
>off well. Remember the Hurst wheelstanding Barracuda "Hemi Under
Glass"?
>Well, this is "Jet Under Glass". Air for the jet enters the car
through
>the two side windows and the sunroof. It's a little windy inside but
not
>unbearable.
>
>
>
>The production hatch release switch on the driver's door activates two
new
>latches (one on each side) and the hatch pops open just like a
production
>car. The "hatch not closed" warning light works too.
>
>
>
>Here you can see the split in the tailpipe after a particularily rude
>burner pop. All fixed and reinforced now. The heat blanket keeps the
>plastic bumper from melting when the jet is operating.
>
>
>
>The back of the gauge panel was kept open to give the car a techie
look.
>Something to talk about. The car's an engineering device, let's see
some
>engineering thingies. The aluminum panel was designed in SolidWorks
and
>cut out of billet, bead blasted, clear annodized, and then the labels
for
>the switches were milled into the front using a font matching the VW
>cluster. Little details like the holes having flat sides so the
switches
>don't spin and exactly matching the contour of the dash added time to
the
>project. Several versions were made out of styrofoam first to get the
>layout and lighting right. From the back, the panel reminds me of the
>1970s McLaren CanAm cars.
>
>
>
>The first thing I did when I got the car was to cut the hole in the
back
>for the engine. Made a fancy jig out of a tripod, a rod, and a
lawnmower
>wheel to mark out the cut and went at it with a pneumatic saw. Then
>finished it off with jeweler's files. No paint required. Didn't even
>chip. The hole was tricky because it goes through 3 layers (bumper and
two
>layers of metal) and it's a circle projected onto angled surfaces.
Just
>finding the centerline of the car wasn't trivial. Worrying what my
>neighbors would say if I ruined the back of a brand-new car made me
REAL
>careful. I believe the hole is within 2 mm.
>
>
>
>There are three gauges for the jet: %RPM, Oil Pressure, and Turbine
Inlet
>Temperature. The most important is turbine inlet temperature. If you
>exceed about 650 degrees C for very long, you damage the engine. This
is
>critical on start-up. You don't want a "hot-start". The throttle for
the
>jet engine is located next to the gear selector. It is a lever and has

>three buttons: Cool, Big-Fire, and Afterburner. "Cool" leans out the
>engine and is used to lower the turbine inlet temperature if you get a
>hot-start. To light big-fire or the afterburner, you hold a button
down
>and 1/2 second later, press the hot-streak button on the floor. Then
>things happen! Notice the kerosene level gauge in front of the gear
>selector (jet fuel is mostly kerosene) and the bud vase missing a rose.

>Where did it go?
>
>
>
>
>
>Lotsa stuff back here. The force from the jet is tied to the vehicle
>through sandwich plates inside the car bolted to contoured aluminum
billets
>that were slid into the frame rails. You can see the billet on the
left
>side with a hole in its center, welded to the plate with 4 bolts. Used

>helium as the inert gas and a lot of current to weld that chunk of
>aluminum. To return the car to its production height, adjustable
spring
>perches were used. Same spring rate, just corrected the ride height.
>Drives and handles fine. Kerosene is stored in a custom 14 gallon,
>baffled, foam-filled kevlar fuel cell in the spare tire well. Two fuel

>exits in the back: a -12 on the left side and a -10 on the right. The
-10
>goes to a shutoff, then a Barry Grant pump (one of the few hot rod
parts on
>the car), then up into the car where it sees a filter, a regulator, and
an
>electrical shutoff valve before feeding the engine. The -12 goes into
a
>shutoff, then a 1.5 hp, 11,000 rpm, 24V custom electric pump. Pump is

>magnesium and can maintain 100 psi at 550 gph. From the pump it goes
into
>the car to a filter, then a large regulator, and then to the
afterburner
>solenoid and the big-fire solenoid (to left of pump and feeding bottom
of
>tailpipe through orange covered hose). Fuel system was tested for flow

>capability. Above the big pump you can see the relocated gasoline cap
>actuator and all that black stuff on the right side is the stock fuel
>evaporative control equipment. All circuits feeding solenoids and
pumps
>have fuses, relays, kick-back diodes to minimize contact arcing, sealed

>connectors, and use automotive wires of a gauge giving a maximum of 1V
drop
>over the circuit loop.
>
>
>
>The engine is a General Electric Model T58-8F. This is a helicopter
>turboshaft engine that was converted to a jet by some internal
>modifications and a custom tailpipe. The engine spins up to 26,000 RPM

>(idle is 13,000 RPM), draws air at 11,000 CFM, and is rated at 1350 hp.
It
>weighs only 300 lbm. It grows as it warms up so the engine mounts have
to
>account for this. The mounts in the front are rubber and the back are
>sliding mounts on rubber. The structure holding the engine was
designed
>using finite element analysis and is redundant. Strong, damage
tolerant,
>and light. Second battery and fuse/relay panel on the right, halon
fire
>system and 5 gallon dry sump tank on left. 24V starter motor is in the

>nose of the engine. 700 A of current goes into that motor for 20
seconds
>during start-up. Due to heat, must limit starts to three in one hour.
Big
>screen is to avoid FOD (foreign object damage). Jet keeps sucking the
rose
>out of the bud vase on the dash!
>
>
>
>A lot of attention to details in the car. Note the aluminum block
>holding/protecting the halon gas line, pull line, harness to engine,
and
>oil pressure line. Rectangular tank under inlet screen is for various
fuel
>drains. Note temperature gauge and shutoff valve for dry sump tank. 3

>gallons of turbine oil at $25/quart (ouch!). Two-stage PPG paint
matching
>exterior of car was used inside the car. It is not easy to paint
around a
>lot of bars, etc while crouched in a car, in your dusty home garage,
>avoiding drips, and with your wife screaming that the fumes will cause
>brain damage in the kids. Especially with two-stage where you have
>multiple coats and critical drying times. Kids passed their grades so
I
>guess damage was minimal, but more importantly, the paint turned out
great!
>
>
>
>Street racing action. The other guy wimped out after a few "big-fire"
>demonstrations. What you see in the picture is about one-twentieth the

>full size of the fireball. Guy standing beside car had never seen it
run
>before and was smiling ear-to-ear throughout the show. Had I launched,
I
>would have burned him to a crisp. Well, live and learn.
>
>
>
>We get this a lot. A police officer picking at his nose while trying
to
>figure out what to charge me with. Notice the hopeful anticipation of
us
>on the right. We're rooting for him and offer suggestions but
>unfortunately, the California Department of Motor Vehicles did not
>anticipate such a vehicle so he's out of luck. Hmmm, the car has two
>engines making the car a hybrid so maybe we can drive in the commuter
lanes
>along with the Toyota Priuses.
>
>
>
>
>The car was built in this garage. Paint, welding, everything except
some
>mill work. That's me standing beside the engine that is out of the car
for
>some fuel controller work. The orange line is for the afterburner.
>There's one on the other side too. Here you can make out the four rows
of
>variable inlets/stators at the front of the engine. Their angle
changes
>with engine speed and is used to avoid compressor stall. There are 11
>compressor stages and 2 turbine stages. The engine's pressure ratio is

>8.3:1. That's how you work on a jet engine. Stick it on its end.
Easy to
>store them that way too.
>
>
>
>Here's my wife's Honda Metropolitan scooter. She wants it to go faster

>than 40 mph. So I have these two little JFS 100 jet engines and I am
>thinking how to put them on the scooter. Engines are 50 lbm each so
weight
>is an issue. Will probably use air-start with a carbon fiber tank of
>compressed air. That saves weight since batteries will then not be
needed.
>
>
>
>Looks cool from the top. Will want to make aluminum housings to go
over
>the engines just like on a DC-9.
>
>
>
>Bitchin' from the back too. Should get the scooter going. On one jet
>engine alone, this engine will get a kart up to 60 mph. Looks like I
have
>a lot of spare wire left over from the Beetle job to do the scooter.
>

Ummmmmm ....... that would be a no! I would be too worried that the flames would ignite my shopping

id have to say no i wouldnt install a jet in my new beetle but only because im far too inteligent to buy a new beetle in the first place:puke

mate 10/10 for your engineering capability if i did it it would probably end up shooting its way through the front of the car and burning me to a crisp on its way through even with the highest grade of duct tape avail:duh

this sort of thing has been before in a rover p6b i think. never made production though.

Air for the jet enters the carthroughthe two side windows and the sunroof. It's a little windy inside but not unbearable

puts a whole new slant on, the wind in your hair!!!

I overhaul gas turbines for a living and there is no way you could drive that without earplugs and earmuffs with the intake that close to your head. Only in America hey.

SOME MORE NEW BEETLE MODS FOR YOU.....

AND SOME MORE...

Now thats a different Audi......:P:P:P

Lee

I wonder if the gauze screen was added to the engine after the kids in the rear seat disappeared....:o:P:P:P

For full info on this Beetle :

Site is:- http://www.ronpatrickstuff.com 

Lee

msc-let it go,it's not worth the effort.

58SPLIT - finally! a new beetle with a motor in the right end!