early 1500 engine question

[Ojai63dbl]

I am lost on my engine I am going to rebuild for a March 1963

I know a 1963 the early Type 3 case was a 0-case



1) what was the cylinder engine case bore size , 87mm cylinder hole in engine like a 40hp Type 1 or was it a 90mm like a later 1500?
(later cases are cut to 90 mm, but I have one cut to 87mm - could be restamped)

2) Are the rods the same as a 40hp Type 1, or are type 3 different (lenght, offset, size)?

3) are type2 63 cylinders (1500) same or is there a different pin size, stroke, or length?

4) to get 1500 did they use a 69mm crank with 83mm pistons and
are these pistons the same as the big bore 83's on a 1200 type 1?

5) for Heads I know there is a Type 3 head with iarger cylinders, but is this essentially a 1200 head from a type 1 with larger pistons?

[Bobnotch]

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[ibjack]

As far as I know the 63 engine was a straight forward 1500 with none of the super early engine complexities that you mentioned.

Check this thread for detailed info on a March 63 car
https://www.thesamba.com/vw/forum/viewtopic.php?t=594623
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[Ojai63dbl]

thanks

more and more thinking it is a restamped case

[Erik G]

go ahead and show us the stamp, we may be able to help with that
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[heimlich]

Then there's the 1500S (or did that come out the next year?)
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[Mike Fisher]

1500 S will have domed pistons. One of the only VW aircooled engines with domed pistons from the Factory I believe.
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[gregson1]

1) Cylinder engine case bore size is about 90mm, just like a later 1600 case. That means you can upgrade from the stock 83mm P/Cs to 85.5mm, 87mm or 88mm slip-ins to gain some displacement, if you like. Do some research concerning the 87mm and 88mm slip-in kits regarding any quality or longevity concerns, but the 1600 used the 85.5mm and they've been proven reliable. For all of these, the connecting rod wrist pin size is 22mm.
2) The 1500 rods are longer than the 1200 rods, the big end width is ever so slightly narrower than the 1200 rods, and the wrist pin size is 22mm on the 1500 rods, rather than the 20mm as on the 1200 rods. Finally, most (all?) 1200 rods are NOT 'self centering', so you have to torque them up in stages when installing, using a soft mallet to tap the big end of the rods to properly center the end cap during the process. 1500 rods are self-centering. Most importantly, the 1500 rods are generally stronger by design. You can use good 1600 rods as 1500 rod replacements, as they are similar in most dimensions.
3) I don't know--I've never dealt with a stock early '60s Bus.
4) VW started out by using a non-cross-drilled 69mm crank, then moved on to a cross drilled 69mm crank somewhere in late '63. This new crank caused a couple of problems. While the cross-drilled crank does provide more oiling, it also flexes just a little bit more, too. I think this is why VW went to steel-backed #2 main bearings in all engines to give the center engine case webbing a bit more resiliency. The second problem seems related to the improved oiling, where the piston oil scraper rings weren't up to the task and the result was increased oil burning. VW eventually got it right and improved the oil scraper rings, however, the increase in engine compression--particularly in the 1500S dome top piston engines running at 8.5 to 1--caused higher back pressures to develop inside the case to cause increased oil burning. Since these early 1500 engines were based on the 40HP cases, this was a new problem and there were at least 2 factory service bulletins issued to deal with the increased back pressure and increased oil burning. Case material between the main crank area and the cam gear area needed to be removed to increase breathing. Case material needed to be removed to increase the relatively small hole at the base of the breather pedestal into more of a 'D' shape which became standard on the later engines. Along with this, the 1500S breather box internal washer and volute collar was increased in diameter and a draft tube was added to the breather box. A couple of other engine case details from this time period was the oil sump pickup tube, which was free-standing, rather than having a 'tab' that secured it to one of the sump plate studs. This can affect oil pressure over time, should it vibrate loose. The other issue was a lack of cam bearings. Both issues can be resolved--but you still end up with the smaller oil galley drillings in common with period 40HP cases.
5) 1200 heads are quite different from the 1500 heads. Early 1500 heads did have a 'flat' area where the carb intake manifold mounts to the head, but this peculiarity was gone by '63 and replaced by the more common slightly angled area for this junction. Just get some great '67 and later single port Type 1 heads done and you will likely end up with a far more reliable set of heads that have larger valves and the much improved square boss valve train rocker mount points. You can run dual port heads, too--and then go dual carb. Lots of options for heads and carbs, even for the Type 3.

Hope this helps.

[notchboy]

Nice write up Greg.
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[Bobnotch]

[notchboy]

[Bobnotch]

[notchboy]