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Period Correct 2110 IDA Engine. Mltpl Mag Features Pop-up ad layout What is this? | Turn on always show all large photos     Ad id: 2131570
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Installed in my 67. Fits perfectly, including using factory firewall padding
Engine out of car
Ex-DDS racecar Italian IDAs on DDS manifolds in correct DDS purple
Bosch 010 restored by Glenn Ring
Original Santana pulley
Front of engine. Note fresh air cooling hose.
Restored 1967 Speedwell/Berg linkage
Auxiliary oil cooler, filter, thermostat and lines
4 part engine building series in Ultra VW magazine in 2005
Period Correct 2110 IDA Engine. Mltpl Mag Features   Price: $7900
2110 Engine (A.K.A. Dieter the Two Liter)

High Level Summary:

• Owned for 25 years by knowledgeable VW enthusiast
• Built with rare, period-correct performance parts, including vintage Deano Dyno-Soars (DDS), Weber IDA and Gene Berg parts
• Built by one of the best: Mr. Anal Retentive, Mr. Detail, Art Thraen
• No cheap aftermarket tin, etc.
• Multiple magazine features, including: VW Trends (U.S.), Ultra VW (U.K.) and Super VW (France). In addition, this engine was part of a 15 page, 4-part technical series for Ultra VW in 2005


• Originally built in 1994 as a very mild (Holly Bug Spray, 7:1 compression, near-stock hydraulic cam, etc.) 2017 (78.4 x 90.5)
• Built on a NOS factory AS41 magnesium case (shuffle pinned)
• Driven 46K babied miles, with obsessive maintenance
• Refreshed in 2004 by Art Thraen for more power. Upon tear down engine was still in amazing condition, with the lifters looking brand new and the case requiring no machining (main, rod and cam bearings are still standard)
• Driven 4,950 babied miles since then, with obsessive maintenance. Art’s refresh included the following:
• New 82 mm CB forged, nitrated, counter-weighted and balanced crank
• Rehoned 90.5 mm forged Mahle pistons and cylinders with new Deves piston rings
• Jeff Denham 043 heads (off of Troy Palmer’s street/strip car, before he went full-race and won the PRA championship) with 40 x 37.5 mm valves. Ported intakes, mild porting on the exhaust (to keep port velocity high). A lot of head porters prefer the 043 as the exhaust port doesn't get wider at the guide, which means the air speed in the port stays the same where all other's will fall flat.
• These heads were originally built by Jeff Denham for Dave “The Mailman” Andrews many years ago, and Jeff inscribed “P.S. Fuck You Too” on the head (behind the rocker arm). There is a great story about that, and I always chuckle when I remove the valve cover to adjust the valves.
• Valve job, with new ERCO dual valve springs with chromoly retainers
• 9:1 compression ratio
• Factory VW cooling “deflector pate” tin run under cylinder heads
• Factory VW 8 mm head studs with case inserts
• New German Kolbenschmidt main and rod bearings, and new Glyco cam bearings
• New SLR reground factory VW lifters (resurfaced to achieve correct convex profile, and Parkerized)
• Lifter bores rebushed with new silicon bronze lifter bore guides
• New, clearanced, Engle FK8 cam with factory VW cam gears (298 degrees at .050” lift; 0.398-inch lift at cam; total lift at valve with 1.4:1 (spec’d at 1.38:1) ratio rockers is 0.468 inches; 108-degree lobe centers; run “straight up”)
• Rebuilt factory VW rods (bead-blasted, magnafluxed, clearanced, balanced to less than 1-gram, new heavy-duty rod bolts)
• New Shadek 30mm oil pump with Berg pump cover
• Berg 1.5-liter auxiliary oil sump
• New heavy duty aluminum pushrods with stock pushrod tubes
• New Berg valve stem caps
• New factory VW forged flywheel, lightened to 12 lbs., checked for run-out, balanced to less than 1 gram by DPR
• New heavy duty chromoly gland nut
• New stock VW, 200 mm, solid Fichtel & Sachs German clutch disc
• New 1700 lb. KEP pressure plate, balanced to flywheel
• Rebuilt (by Glenn Ring) Bosch 010 distributor
• Factory VW doghouse tin, clearance for manifolds/carbs
• All factory tin was professionally sandblasted and powder coated
• Factory VW flaps and thermostat
• Factory VW doghouse oil cooler
• New Gene Berg factory VW doghouse fan, welded and balanced
• Restored 1967 Berg linkage (one of his first, which was basically a modified Speedwell linkage). This linkage was run on a car in the 1967 Baja 500 race (bought from the nephew of the guy that raced), and then placed in storage for decades. I chose to restore it in the original Speedwell colors/decals (see pics), but you could also repaint it in the correct Berg blue (similar to the Bosch 019 distributor metallic blue)
• Early Italian Weber 48 IDAs with 37mm venturies. Modified by Art Thraen with a 3rd progression hole and modified idle jet holder for smooth acceleration and great street manners
• IDAs were run on the original DDS Flaunt It Race car, then sat for years with Dean Lowry’s son-in-law, Mark Riley. Mark traded the IDAs to the late, great, Mark Herbert (Super Shitbox fame) who sold them to me in the late 1990s (I confirmed the story with Mark Riley when hanging out with him and Herbert). Carbs were mint before Art rebuilt/modified them, confirming mostly track miles.
• Original DDS short intake manifolds, match ported to heads, powder coated in the correct early DDS purple
• New Gene Berg (one of his earliest) 1.5 inch, fully merged, heater box exhaust system, with a Gene Berg single Quiet Pack. Good heat and great performance (why compromise?)
• Exhaust was professionally sand blasted and ceramic coated
• Original Santana pully
• NOS Gene Berg oil breather tower (one of his earliest) which includes the original, crudely typed Berg instructions
• New Gene Berg factory VW valve covers, vented
• NOS oil pressure switch
• NOS original Engle Racing Cams cam plaque, which was originally run on Troy Palmer’s car (long before they were reproduced)
• New factory-style fresh air hoses with factory VW clamps
• Auxiliary air cooling hose in passenger side of front breast plate, which scoops ambient air from underneath the car (by the passenger-side torsion bar), providing it to the fan (works great!)
• Also includes the auxiliary oil cooler (which I mounted behind the driver’s side torsion bar), oil filter, oil thermostat and new orange high heat oil hose covers (for where the hose runs between the headers)
• Estimate (never dyno’d) approximately 150 HP and 150 lb. ft. of torque
• Runs like a kitten and roars like a lion. The perfect street engine, with endless torque (no need to rev it or beat on it. In fact, I’ve never revved it over 5800 RPM, even though it’s built to rev higher, as there is no need)
• I always ran air cleaners, first running early Claude’s Buggies air cleaners, and later running oil foam “socks” (not included, but available at Aircooled.net)
• I have a ton of money (and even more time) in the engine, with no shortcuts or cheap parts
• Engine was in my car when it was featured in VW Trends, Ultra VW and Super VW magazines. Was also part of a detailed, 4-part, 15-page engine building series for Ultra VW magazine in their May, June, July and Sept 2005 issues (during Art Thraen’s refresh). I wrote the articles, and will provide scans to interested buyers.
• All you need to do is to add: 1. 1.4:1 ratio rocker arms (I’m keeping the vintage EMPI ratio rockers, which spec’d out to 1.38:1) 2. Your generator/alternator, and 3. Ignition coil (I ran it in a 6 volt car)


• Brad Penn motor oil, with high zinc content (for flat-tappet engines) used exclusively
• Compression test 600 miles ago was excellent: 1. 136, 2. 147, 3. 140, 4. 136 (within 6%)
• This set-up in my Euro ’67 averaged 25 MPG (U.S., combined city/highway)
• This is an easy 14-second combination with radials and stock gears. Add slicks and short gears and you’re comfortably into the 13s. Add 40 mm venturies and an 1 5/8-inch header and you’re into the 12s. Or, do what I did, and just enjoy it as a great street engine

Happy to talk in more detail about my beloved Dieter-the-Two Liter to prospective buyers. Will also build an engine crate for shipping (if needed).

At only $7900, I am asking much less than the cost to build this engine. Even if you could find some of the rare parts – good luck finding another set of IDAs that were used on a DDS race car, for example – the cost of labor at a top notch professional engine builder is extremely expensive.

You can find cheaper engines, but I promise you that they will be much more expensive in the long run, built with cheap, poorly-manufactured parts by Engine Assemblers (who throw part together) versus proper Engine Builders (who obsessively clean, measure, machine to spec, clean, followed by multiple trial assemblies, disassemble and clean again). As the old saying goes: “there are engines that are inexpensive, those that produce power, and those that are reliable. You can only have 2 of these elements at one time, never all 3.”

Would be perfect for a period Cal-Look/vintage speed/old speed/performance car.

In addition to scans of the detailed build articles in Ultra VW magazine, I also have a stack of receipts and numerous additional photos that I can email to prospective buyers.

*PLEASE CHECK MY OTHER ADS over the coming days as well for additional period performance parts, including original: EMPI, DDS, Economotors, Crown and Race-Trim, as well as NOS VW parts.*


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John P
October 21, 2004
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Southern, Connecticut, USA Map it
Tue Jan 02, 2018 10:41 am
Tue Jul 10, 2018 6:15 am
Wed Jan 03, 2018 8:21 am
Parts - High Performance/Engine
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