Joined: April 26, 2006 Posts: 3850 Location: Deep In My Own Psyche
Posted: Sun Apr 15, 2012 9:37 pm Post subject: 40 horse Rebuild'ish thread...Oooo a Video!
at pamona i picked up a 99% complete 40hp engine??
a guy stopped my while i was wheeling it to the truck and pointed out the Single Intake and how it was 908 angle and not slanted
and how everything looked original
What is the specs on a 40 horse??
crank/bore?
1200?
1300?
what carb came on it originally?
Seems it has the original 6v flywheel
But a 12v generator
Guy also told me i had to get a certain 6v bearing or something for a 6v starter to work properly
but told me to just hook the 6v starter to the 12v system
Educate me on this engine please?
im probably just going to put some oil in it and a spray in the cylinders
change the plugs out (are they any different from bigger vw engines like a 1600?)
and try to start it
Its going in a Rat Baja
its missing a bit of the hose clamps from exhaust kidneys also
ill take pics of it and post the number on the engine but i think it started with a 7 and NO Letters _________________ 4/71 ~311 "Bettie" (F.I./Auto)
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Last edited by sharkskinman on Sat Apr 21, 2012 9:39 pm; edited 3 times in total
Joined: July 13, 2004 Posts: 18176 Location: Douglas, WY
Posted: Sun Apr 15, 2012 10:07 pm Post subject:
VW 1200, 34bhp DIN/ 40HP SAE. Some books actually list the SAE HP as 41.5. Nowadays, car companies go by "SAE-Net" HP, and on that scale the 1200 rated only 32HP. The engine was upgraded a few times during its run, but remained 1192cc and 34bHP for power all the way into the mid 80s Mexican production. However I suspect that the HP did increase a bit.
I've posted a great deal about the 40HP engine over the years here. There's a lot of little things about it that changed... as I said, little upgrades. If you click on this search you'll find over 700 threads where I've discussed the 40HP in some manner or another!
Bore: 77mm (many have had 83mm bolt-on aftermarket big-bore kits installed)
Stroke: 64mm.
Displacement: 1192cc. (1385cc on big-bore)
The 1300 had a longer stroke (69mm) for 1285cc.
Factory carburetor was Solex 28PICT. Until NOV 1963 when the 28PICT-1 came out (it has a different upper section with redesigned electric choke)
Very common to leave the 6V flywheel and starter when converting to 12V. You don't need anything special... no bearings for sure. The solenoid is often replaced with a 12V so it doesn't slam the starter gear out as violently.
Later flywheels don't fit the older 40HP crankshaft (without modification) and so are not usually found on them. I think the "bearing" that was mentioned may be a brass bushing that allows a later 12V starter to be put in there, but that's in conjuction with those later, slightly larger diameter flywheels... usually when someone puts in a later engine.
Spark plugs are the same as on the later engines.
Yes, the 40HP had no letters before the serial number until after they stopped selling them for the USA market in 1966. For much of the model year 1965 they did have an engine code ("VW D") underneath the main serial though. But then they moved it in front of the serial for 66 and reset the number to zero.
-Andy
FYI: Here's a comparison chart I put together showing the USA engines from 1961 onward:
Joined: July 13, 2004 Posts: 18176 Location: Douglas, WY
Posted: Mon Apr 16, 2012 6:47 pm Post subject:
The 40HP was a complete redesign of the flat four aircooled engine. Very few 36parts cross over. Some of the gaskets do, like the oil pump and pushrod tube seals. Depends on what variety of 40HP cylinder heads you have as to which intake seals you have. If it's fresh-air and has the later heads with 34mm diameter intake ports, you can buy an Elring 1300-1600 gasket set and get all of the gaskets you'll need for a rebuild.
You mean the donut seals between the heat exchangers and the muffler? It depends on what you got, stale air are 32mm diameter. (that part is the same as 36HP) Fresh air are 35mm, same as the tailpipes and same as later models.
You can put an H30/31 on there, it'll fit. You won't get any more power. These engines have tiny intake manifolds and valves, it's like having a bigger funnel feeding the same size tube... it won't flow any better. By the end of German production in the mid/late 70s of the 1200, VW was using a special 1200-only 30PICT-3 carburetor on them.
All bug carburetors have the same diameter opening on top of the carb. So 36-1600DP air cleaners will all fit. There were like 4 different 40HP stock air cleaners from 61-65. The ones in that first picture you posted above are 40HP.
I'd avoid 1500 and 1600 transmissions with a 1200 - they are geared taller and are not suited for the power curve of the 1200/1300 engines. But if you have a 1200 or 1300 tranny that somone set up for 12V, the 40HP will work, just need to put in the correct starter and use the right starter bushing. Yes, the 1200 (and 1300) were 180mm clutches with 109 tooth flywheels through the end of US production.
Parts? Wolfsburg West is one place. Mofoco is another.
Joined: July 13, 2004 Posts: 18176 Location: Douglas, WY
Posted: Tue Apr 17, 2012 10:22 pm Post subject:
You "can" put it with a later tranny, but, like I said, the ratio is not favorable. My baja bug, with a 1200 tranny, but with 215/75R15 tires on the back, ends up effectively geared much like the later trannies... and I once put a big-bore 40HP in there on a temporary basis. It sucked to drive compared to the usual 1600DP I have in there.
In the USA, 1967 was the year they went to the 1500 and taller final drive ratios.
In other countries, 1200 and 1300 models with the 4.375:1 final drive continued for many years after that though.
Split case trannies would be better, although they were geared slightly "shorter" (larger number) than the 40HP/1300 ones.
Joined: July 13, 2004 Posts: 18176 Location: Douglas, WY
Posted: Fri Apr 20, 2012 10:10 pm Post subject:
Yeah, I don't often include pre-61 info when I make charts like that one. That was another era (although holdovers like the totally unsyncronized split case tranny and 36HP engine continued into the mid 60s on Standard models, but those were not sold in the US)....
Yes, the tunnel case introduced for model year 1961 was the first tunnel tranny and also the first one with syncronizers on all 4 gears. The previous tranny had syncros only on 2-3-4th gears.
Here's the page from the 1960 owner's manual where it shows the gearing of those two style of split case trannies, the partially syncronized Deluxe and the much more rarely seen "crashbox" Standard.
And if you go back to December 1952 you'll see the numbers weren't very different then.
Joined: July 13, 2004 Posts: 18176 Location: Douglas, WY
Posted: Fri Apr 20, 2012 11:52 pm Post subject:
syncronized means there are extra gizmos on the gear so that as you start shifting, it speeds up the gear you're going into so they mesh at the same speed. Trannies without syncros will grind unless you carefully finesse your gas pedal to get your engine speed to match the tranny. That's why the unsyncronized tranny is called a crashbox. The other one, well don't try downshifting into first gear while you're driving, you better come to a stop or, unless you are really good at it, you'll grind the gears.
Me, I'd try to get a 1961-66 swingaxle instead of mess with the older ones.
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