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posted on August 14th, 2004 at 08:45 AM
Engine combinations..
Okay so I have the suspension requirements sorted.
I have been examining the classes and my 64 Beetle would most likely be in the up to 1300cc class in Group Nb with the minis etc. (Is the 1300 motor
actually 1300 or is it like the 1200 and 1198)
I am assuming that the 1500 & 1600 didnt come out to later models. (I do have a 1500 it my Country Buggy that I could always use)
I have a 1200 & a 1300 motor already and I know that it depends on how much money am willing to spend but it is just a club toy so wont to keep
the fun aspect without worrying that I spent too much,
Anyway what sort of modifications, heads, carbies etc, exhaust should I be trying to source.
Can anyone point me in the right direction and thanks for all the so far.
Peter
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posted on August 14th, 2004 at 09:45 PM
Anyone...........
lugnuts
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posted on August 15th, 2004 at 02:11 AM
1285cc
lugnuts
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posted on August 15th, 2004 at 02:32 AM
I dunno,u gunna play fair,does everyone else play fair,u ginna stay at 1285cc or 1500,1600,1640,1776,1914.Anyway ile assume your a nice guy so yuv got
1285cc,u can keep std valve sizes have the heads fully ported and flycut 3 angle valve job,u staying singleport then carbs and manifolds are a
prob,Kadrons too big im thinking icts too dear and rare,maybe fab something up twin std carbs and homemade linkages manifolds will be a prob to
find.Anyway yuv fixed all that need a cam change engle 110 should be heaps for a 1300,and a 009 and pertronics and a header and muffler and away you
go,seeya. :beer
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posted on August 15th, 2004 at 08:45 AM
Engine
Thanks for all the advice, what about those highflow mainfolds that the Formula Vee blokes use, how would they be, assuming that I am sticking with
the single carbie (assuming I cant get duals)
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posted on August 27th, 2004 at 08:48 PM
is your class restricted to single port heads,
its just that you can flow so much better with
dual port say 044 ported / massive valves
counterweighted crank etc
Regards,Glenn>
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posted on August 27th, 2004 at 10:04 PM
Classes
It is just restricted to what was period at the time. The motor that I have is single port, so will use that until the suspension and everything else
is sorted and will look at building something bigger later.
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posted on August 28th, 2004 at 09:56 PM
Don't bother, you will never win against the mini's.
Better to run improved production class 1301-2000cc and put in a 2lt. Also more fun................due to more speed.
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posted on August 28th, 2004 at 10:00 PM
It was period to stroke and dual carbs... it wasn't just okrasa and denzel that were doing it - backyarders were too!
[Edited on 28-8-2004 by HotRodMatt]
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posted on August 28th, 2004 at 10:09 PM
here's the text from an article I wrote...
Might help you with ideas for what was period for extra speed!
Vintage Speed
Modifying Volkswagen engines is not new; indeed most of what we do now is a progression from what was happening in the '50s.
For Volkswagen, speed was never a consideration above normal traffic and cruising. The Beetle was built to transport its occupants from A to B
reliably and efficiently. For many years Volkswagen felt it unnecessary to increase the power of the flat four.
Naturally some people can't help themselves. Even Porsche continued to tinker with the design. There were many backyard devised techniques and
modifications, some more reliable and effective than others. There were many, many VW engines cooked in the early days of VW modification, as indeed
today, from failed attempts at squeezing more out of the little air cooled engine.
There were 3 methods available for getting more power from the VW engine:
* improving the carburetion
* supercharging
* increasing the combustion size of the engine
Improving the carburetion and supercharging were the most popular as they didn't involve completely tearing down and rebuilding your engine. You
could of course, use all three methods for a truly massive increase in power.
Improving Carburetion
The most simple and common option. A simple bolt on job using two or more carbs, the only difficult part is balancing the carbs. The stock VW engine
used a single carburettor to supply all four cylinders thru a single inlet manifold. Supplying the air/fuel mix to four cylinders can restrict power
and when coupled with the tendency of air/fuel vapour to freeze when the air is cold and when moving through the four bends between the carburettor
and the inlet valves on the heads the potential of the engine is greatly reduced.
Using a carburettor on each side of the engine reduces the distance that the air/fuel vapour has to travel and reduces the amount of bend that it has
to travel through. Dual carburetion also increases the amount of vapour available to each side of the engine. This alone could theoretically increase
the power of the 34hp engine to about 44hp.
Supercharging
Another bolt on option, the most common of these was the Judson supercharger.
Natural aspiration relies on the air/fuel vapour being sucked into the combustion chamber by a vacuum created by the piston, as it moves away from the
head on its downward stroke. This method fills around 80% of each cylinder.
A supercharger is basically a pump driven by engine rotation which forces the air/fuel mix into each cylinder until it is 100% full. More fuel equals
more power. Superchargers could boast a 20hp rise in power out of a 34hp engine to 54hp at 4000rpm, increasing the power output close to that of a
1600cc.
When a supercharger can increase the induction to over 100% it makes the engine act as if it has a much larger capacity. As the engine is then able to
burn more fuel, it will produce more horsepower - with a significant increase in torque at lower rpm.
Increasing the combustion size of the engine
The standard engine uses a 64mm crank; this means that that pistons will move by 64mm from top to bottom (swept volume). Increasing the stroke to
69.5mm gives a swept volume of 1293cc. More space to put petrol and air vapour.
Oettinger (Okrasa) and Denzel pioneered the naturally aspirated approach with stroker cranks, dual port cylinder heads and twin carburettors, while
others such as Shorrock and Judson went with supercharging.
Throughout this series we will look at the kits produced by these four.
Okrasa
There are many people who do not know what an Okrasa motor actually is. Even people who have been around Volkswagens for years.
Gerhard Oettinger founded Oettinger Kraftfahrtechnische Spezial Anstalt in 1951. They specialised in performance parts for the VW engine. They later
began producing body kits and suspension parts. Many Oettinger specialty parts found their way into later factory VW engines and cars. Some of the VW
based coachbuilders such as Dannenhauer & Stauss and Rometsch were using Okrasa engines to give their cars a sportier performance.
The Okrasa kit beefed up the engine with dual carbs, special cylinder heads and pistons. The Okrasa engine was the racecar engine for its day. The
Okrasa engine could get a VW as fast as 87 mph, compared to 76mph. The acceleration from 0-60 improved by three seconds. Horsepower on a stock VW is
at 36HP at 3700rpm, while the Okrasa was 46HP at 4500rpm.
There were two Okrasa kits available, the TS-1200 and the TS-1300/30.
The TS-1200 used a pair of Okrasa high compression twin-port cylinder heads with twin port manifolds, dual Solex 32PBIC carbs as used on early
Porsches, carb linkages, balance pipes etc. Optional extras included a Fram oil filter, which could be mounted on the fan housing and Okrasa's own
oil cooler - coiled copper tubing behind the fan housing. The new heads offered a compression ratio boost from 6.6 to 7.5:1.
The TSV-1300/30 Kit was much more complete, it came with the same parts as the TS-1200 but also included a 69.5mm chrome-moly crank which gave a
capacity of 1295cc. The crank was also '8 doweled' to the flywheel. Clearancing was required with the stroker crank.
In 1956 EMPI started importing the Okrasa kits into the US and advertised them as increasing the HP from 36 to around 48 with "No sign of overheating
reported, even in desert"
In 1960 the "40hp" engine was introduced. With it came a new, longer crankcase. Okrasa followed suit with "40hp" versions of their parts, but by
that time, others such as Gene Berg were beginning to make their mark and they ceased development of new products for this engine
"Of all the various engine conversions available to the Volkswagen owner in the 1950s, the Okrasa TSV-1300 was probably the best engineered." -
Keith Seume
Denzel
Wolfgang Denzel was an engineer and motorcycle and sports car racer who turned his hand to making cars primarily from VW mechanical components. As
production increased he used progressively fewer VW parts. Most major mechanical components of his engines (except for the two-piece VW crankcase)
were made by or for Denzel, including cylinder heads, intake manifolds, pushrods, rocker arms, pistons and cylinders, con rods, and crankshafts.
Denzel built 1100 cc, 1300 cc and 1500 cc engines. Two of each size were built, an entry level and an increased HP model. In 1953 the low power
"Seriensuper" model was 1281cc with 52 HP, the Super International was a 1290cc 64hp unit. He also produced a complete kit to convert a VW engine to
a highly modified unit with Denzel mechanical components including crankshaft, rods, pistons, cylinders, heads and manifolds.
The components were of much better quality and more expensive than Okrasa. In 1958 EMPI began importing Austrian Denzel products because Denzel
machined their parts from aluminium alloy making them the 'Swiss watch' of performance parts. Like the Okrasa heads they were dual port, however
they were expensive and today are highly prized by collectors.
Judson
Since 1880 the Judson Family have been involved in engineering. From farming machinery through to electronics for the defence and automotive
industries. The Judson Supercharger was a spin-off from a small interest in producing custom made racing superchargers. Production superchargers were
developed in the late '40s starting with a sliding vane supercharger for the famous Ford Flathead V8. In 1956 a version was produced for the VW. The
popularity of the supercharger required a new factory to fill the demand. Judson made two versions of the supercharger for the Volkswagen. The first
for the 30/36hp engine and another for the 34/40hp.
Volkswagen designed the flat four with restricted breathing that limited power but produced a low stressed, long lasting engine. The supercharger
compresses the air/fuel mix from the carburettor with series of sliding vanes located on an eccentric hub. As the hub rotates the vanes are thrown
outwards and seal the supercharger, pressurising the vapour and forcing it into the intake manifold overcoming the restricted breathing of the
normally aspirated engine.
The sliding vane supercharger used by Judson provides boost only produced when it's needed. The vanes are closed and producing boosting only when the
throttle is open. At cruising speed the manifold pressure is near normal despite the fact that the vanes are still rotating. This reduces wear, fuel
consumption and heat.
A pair of drive belts run off a special crankshaft pulley to drive the Judson supercharger. The original generator drive can still be used. The blower
is mounted on top of the standard inlet manifold, with the original Solex carburettor then fitted to the inlet side of the supercharger. Part of the
Judson set-up is a lubrication bottle. It supplies a feed of oil to lubricate the vanes of the supercharger and is burnt with the fuel mixture in the
combustion chambers. The oil also acts as an upper cylinder lubricant.
The Judson Supercharger doesn't over stress the engine; it increases the torque without increasing the revs, creating power where it's of most use.
This makes for a more efficient and better-lubricated engine.
Fitting the Judson kit is simple. A few hours and everyday tools. The engine requires no disassembly or removal. The supercharger, oil bottle and
drive pulley are bolted on, the carburettor jetting changed (jets were supplied with the kit) and the fitting of a stiffer fuel pump spring.
The Judson's only drawbacks were increased mechanical noise at low rpm, higher temperatures and slightly increased fuel consumption. The oil
container also required refilling every 1000 miles.
The Judson Supercharger is now much sought after and expensive.
"There have been many ways to improve the power output of the early Volkswagen engine, one of the most popular being the Judson Supercharger" -
Keith Seume
Shorrock
Shorrock had been supercharging all types of engines on cars, planes and boats since 1937. The Shorrock VW supercharger appeared around 1960 after
designs by Arnott and Judson. Shorrock adapted its C75B blower to the VW, which had been used since 1955 in Austins, Fords and Morrises, creating the
Shorrock C75 BV. Designed for engines up to 1300cc it could provide 750 cm3 per revolution.
In contrast to other supercharging solutions for Volkswagens the Shorrock used rubber hoses between the intake manifold and the head ports. This made
the unit very versatile as the manifold could easily be extended in length to suit all VW engines with differing distances between the cylinder head
ports. The blower was bolted to the fuel pump studs, which then required the use of an electronic fuel pump. A side draft carburettor was also
required with this kit. The body of the unit was also made from much lighter aluminium rather than steel.
The famous EMPI Inch Pincher (EMPI had a commercial alliance with Shorrock for the VW blower) used the Shorrock Supercharger on the 220 HP drag bug.
Using a 1:1 pulley ratio and stable to at least 8,000rpm the Shorrock proved itself and still has never been equalled by a vane style supercharger.
The Shorrock Supercharger could well have been the greatest kit for the Volkswagen. The detail in its finishing and the quietness of its operation
along with its strength and quality were beat only by price and the skilful marketing of the Judson Supercharger. The Shorrock company suffered a
serious cash flow crisis after a disastrous internationalisation, the emergence and adoption of turbo-charging and the abandonment of supercharging by
its main clients (MG, Austin, Rover) killing off forever the Shorrock Supercharger for VWs.
Matthew Sherwood, 2003
pete wood
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posted on September 2nd, 2004 at 07:21 PM
I was talking to stan Pobjoy about 5 years ago now.
He told me about this monster motor he built for a 50's beetle that was racing in the production car class. It was the right capacity and all but
aparrently they worked the hell out it and it sounded awesome. Give him a call, he's not afraid of a good yarn...
:thumb
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posted on September 2nd, 2004 at 09:45 PM
Dont do it yule be sorry,I WAS :thumb
Craig Torrens
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posted on September 3rd, 2004 at 03:18 PM
Quote:
Originally
posted by pete wood
I was talking to stan Pobjoy about 5 years ago now.
He told me about this monster motor he built for a 50's beetle that was racing in the production car class. It was the right capacity and all but
aparrently they worked the hell out it and it sounded awesome. Give him a call, he's not afraid of a good yarn...
:thumb
That engine combo is now in my 54........................."steroids"36hp !
big valve heads,high compression, custom grind cam, twin 28pct carbs, 8 dowelled crank, high volume oil pump etc etc.
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posted on September 3rd, 2004 at 04:17 PM
guy hardings targa car was set up for historic classes. Iam pretty sure its 1200, but i think (really do think) that is was destroked. and has big
heads, cam etc, so revs till 8 grand. try giving him a call. or send him an email.
I have no sympathy for my car, only the wallet that pays for it!
Go hard or go home!!!!
