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My Big Bore '40hp' build
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jasengine
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PostPosted: Tue Nov 12, 2013 3:01 pm    Post subject: Reply with quote

StockNazi wrote:
what is the benifit of building a 1600 on a 40hp case?

seems you are not trying to make this "look" like a 40 b/c you are using dual port heads; is the 40hp case not much weaker than a 1300-1600?


As said above, this is a late, dual relief case, same as used in the 1600, but obviously shorter crank etc etc...
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beetleseb
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PostPosted: Tue Nov 12, 2013 3:10 pm    Post subject: Reply with quote

Hi

Why not go the whole hog and build it on a 69mm crank as a 1600 then??

What year car/vintage are you going for?
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Kjell Roar
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PostPosted: Tue Nov 12, 2013 3:17 pm    Post subject: Reply with quote

beetleseb wrote:
Hi

Why not go the whole hog and build it on a 69mm crank as a 1600 then??



64 mm for faster and higher reving engine Wink
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jasengine
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PostPosted: Tue Nov 12, 2013 3:19 pm    Post subject: Reply with quote

beetleseb wrote:
Hi

Why not go the whole hog and build it on a 69mm crank as a 1600 then??

What year car/vintage are you going for?


Anyone can build a 69mm cranked engine, its the easiest 'safest' route, and it means taking the heart out of my engine.

Back in the day, tuning was done on what diy tuners could get hold of and make the best of them. I want to recreate that to some extent. I have the bible to refer to: How to Hot Rod Volkswagen Engines By Bill Fischer!
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beetleseb
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PostPosted: Tue Nov 12, 2013 3:21 pm    Post subject: Reply with quote

Kjell Roar wrote:


64 mm for faster and higher reving engine Wink


Never thought of that, interesting build. Would be good to see the data against that of a 1600 to see the differences
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jasengine
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PostPosted: Tue Nov 12, 2013 3:23 pm    Post subject: Reply with quote

beetleseb wrote:
Kjell Roar wrote:


64 mm for faster and higher reving engine Wink


Never thought of that, interesting build. Would be good to see the data against that of a 1600 to see the differences


Oh yes, dont worry, I will be putting the car on the dyno one day and taking it to Santapod!

Beetle is a 1971 1200
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beetleseb
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PostPosted: Tue Nov 12, 2013 3:26 pm    Post subject: Reply with quote

I can understand that. What years the car? Seems a shame to go twin port if it was originally single although I know first hand the costs of getting single port heads to breath and work

I am a bit of a single port nut too Laughing

Seb

Edit - I need to type faster - So twin ports dates fine, would be silly not to use the added benifits of the later design

I must try and have a nose next time I'm at the Mother in laws as she is in chippenham too. (opposite wickes for those in the know!)

Seb
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jasengine
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PostPosted: Tue Nov 12, 2013 3:35 pm    Post subject: Reply with quote

Car is registered 1971, but built in 1970.

I was all for going down the single port route, I even got a second hand pair of 1600 single port heads, but the guides were shot and over sized ones had been installed previously, some CI some bronze. It worked out prohibitively expensive to get the heads back together with new valves as well.

One thing lead to another and I know whatI will be like, once it all up and running, I going to wish I had gone dual port to get more out of it, especially more hp/rpms.

When you know when you are going to be in the area, let me know and you can come and have a look.
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jasengine
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PostPosted: Tue Dec 31, 2013 11:44 am    Post subject: Update Reply with quote

I got the 1600 twin port heads....

Image may have been reduced in size. Click image to view fullscreen.


Just got to reduce the head volumes now at they are 54.5cc and I need 43cc. I'm going to get them welded up instead of machined and then shape them.

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Aaron M265
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PostPosted: Tue Dec 31, 2013 8:59 pm    Post subject: Reply with quote

Turn your oil filler baffle clockwise 90'.
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jasengine
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PostPosted: Wed Jan 01, 2014 4:27 am    Post subject: Reply with quote

Haha, good point, I did wonder if it was the right way! Thanks
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jasengine
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PostPosted: Mon Feb 03, 2014 9:12 am    Post subject: Reply with quote

Just been doing some trimming of the tin under the pulley so it clears the oil take off for the full flow filter and cooler. I also found out that the scat power pulley bolts up far too close to the tin and even with trimming, so I had to turn up a 3mm spacer to go on before the pulley to move it out!

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jasengine
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PostPosted: Fri Feb 07, 2014 3:15 pm    Post subject: Reply with quote

Been match porting the intakes; never done it before, you cant really see much but every little helps I guess.

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jasengine
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PostPosted: Mon Feb 24, 2014 2:10 am    Post subject: Springs Reply with quote

I am really not sure if I need to use HD springs with the C25 cam. The engine is going to be rev limited to 5.5k. I have the springs that came with the cam, but I also have some stock springs that came with the 1600 heads.

Comments please.....
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jasengine
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PostPosted: Thu May 08, 2014 6:44 am    Post subject: Reply with quote

Update :
Got the heads back from being ported and cc for 9:1 compression.
The sharp-eyed amongst you may notice the counter bore to give cylinder clearance.
At last I can progress the build.

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jasengine
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PostPosted: Thu May 08, 2014 9:42 am    Post subject: Reply with quote

They sit nicely on the cylinders with the counter-bore clearing the fin root. I can now play arround with the rocker geometry; I think I will have to get some soft springs so I can move the valves and get the elephant feet positioned correctly at half lift.
Few more pics (hose was temporary to get oil circulated to all areas.

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Springs are single HD Scat.
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jasengine
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PostPosted: Thu May 08, 2014 10:53 am    Post subject: Reply with quote

Actually, looking at things more closely, I can't see a lot for 200 of porting, can you? The exhaust valves haven't been touched and the ports themselves are hardly touched compared to what I had done previous to sending them off!

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Now call me old fashioned, but arnt valves surposed to be lapped in for and complete seal....yes they are if a job is to be done properly!
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jasengine
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PostPosted: Sun Aug 03, 2014 2:27 pm    Post subject: Reply with quote

Bit of an update. Got some second hand twin Dellorto DRLA 40's, jetted pretty nicely for my application as it happens!
I bought a set of manifolds from CSP Performance in Germany and hex bar linkage: The quality is fantastic.

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Ive taken off the 'single port' oil cooler, as I thought its better to be safe. So Ive managed to get an original twin port fan housing and will get the oil cooler to suit.
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jasengine
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PostPosted: Sun Jan 11, 2015 6:33 am    Post subject: Update Reply with quote

A bit of progress, it's slow though as parts are so expensive.

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No 3,4 oil drain back to sump.

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spencerfvee
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PostPosted: Mon Jan 12, 2015 12:41 pm    Post subject: Re: Update Reply with quote

Hi super cool build .keep up the good work .this has nothing to do with your build and if you don't mind me asking in my state of ohio gas is $1.78 gal.has gas gone down in the UK ? Thanks spencerfvee
jasengine wrote:
A bit of progress, it's slow though as parts are so expensive.

Image may have been reduced in size. Click image to view fullscreen.


Image may have been reduced in size. Click image to view fullscreen.


No 3,4 oil drain back to sump.

Image may have been reduced in size. Click image to view fullscreen.
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