Supercharged 1600 Vw beetle

[BFB]

Have you not seen the V belt routing on lawn mower decks? They seem to do just fine, granted they are typically a more durable belt but still V design
_________________
"how am i supposed to torque the rear wheel nut to 250 ft lbs??? " - clonebug
An interesting thing happens in forums where everyone starts parroting the same thing and "common knowledge" takes over.
Most experts aren't.

[Dan_Lockwood]

[Buggeee]

[mikedjames]

[modok]

No, and yes
Inconsistent fuel delivery to the cylinders.
Probably due to goofy intake manifold design

[advinnie]

[Dauz]

running rich af

[advinnie]

[NJ John]

Did anyone mention to limit the max timing under boost?
_________________
1973 standard, yellow, lowered, 3” narrowed front, 1600 blo-thru turbo w/single dell 15.4@86, so far
11.41 et buggy. Long gone
Let’s go O’s! Let’s go O’s!
https://www.youtube.com/@AirSpooledGarage

[advinnie]

Merry Christmas everyone

[Buggeee]

Merry Christmas Brother
_________________
Big Time 1988 Vanagon Westy
Release the Krankenwagen! 1966 Sportsmobile Camper
Dr. Kompressor 72 Super Duper
61 Turkis Pile (adopted out)

[advinnie]

[Buggeee]

Lots of icing between the carb and blower but it's ok because the blower heats it up so cooling the intake charge is a good thing.
_________________
Big Time 1988 Vanagon Westy
Release the Krankenwagen! 1966 Sportsmobile Camper
Dr. Kompressor 72 Super Duper
61 Turkis Pile (adopted out)

[advinnie]

[Buggeee]

Yes I get belt slap and have too keep the belt unreasonably tight to avoid it

I don't recall the numbers on my jets at this point, but the numbers I'm using ar far richer that the numbers anyone else was using on these when I was researching it. The AFR gauge is the only way to really see what is going on with your engine and the timing you choose to use. The timing will also have an influence on what the AFR readings are with any given jet. It's really cold out there right now and we are doing Christmas this week so I wont be pulling the jets to look this week but will try to remember after the holidays. In the meantime get the AFR gauge ordered as that is really the secret that unlocks this all.
_________________
Big Time 1988 Vanagon Westy
Release the Krankenwagen! 1966 Sportsmobile Camper
Dr. Kompressor 72 Super Duper
61 Turkis Pile (adopted out)

[Buggeee]

To start it when cold, I pump it 4 times and hit the ignition. Then pump it 5 times and hit the ignition. Then pump it 4 times and hit the ignition. I the summertime it starts right away the first time. In spring and fall cooler weather it starts second try. Dead of winter 17 degrees farenheit it starts third time. I have to feather the throttle in the cooler weather to warm it up.

This starting routine, as well as the 12 degrees BTC at idle, are things I learned from the British car forums using these DCOE on normally aspirated MGs and Triumphs.
_________________
Big Time 1988 Vanagon Westy
Release the Krankenwagen! 1966 Sportsmobile Camper
Dr. Kompressor 72 Super Duper
61 Turkis Pile (adopted out)

[advinnie]

Nice looking bug mate
Do you suffer from any belt slap? I had my belt routed the same way as you and the belt was all over the place.

So what idle,mains and pumps are you running? I’m seeing a constant 6 psi boost as well I was hoping for a little higher but I need to get the smaller charger pulley to see more PSI

I have a 123 distributor which I can program and at this moment in time I can have the full 30° BYDC and then retard by 1° per psi of boost.

I will buy a set of zero return jets and bigger pumps but very interested in hear what size jets you are actually running.

I’m planning on going down to 26mm vents to increase the air flow at idle to give my a better throttle response

[Buggeee]

I bet you are too lean, especially in the pumps.

I have this set up on my 1600. I found a high quality AFR gauge with a Bosch sensor was very informative. I think it is necessary really. I put the 02 bung at the merge just before the muffler flange and run a single quiet pack trimill muffler.

My DCOE is 40 with 36 venturi

To minimize the bog down when I smash the throttle, like especially when coming out of a corner in second gear when it would fall on its face if I was too eager, I went very rich on the pump jets and also went to a zero/closed return jet which forces all of the pump fuel to get used rather than bleeding back into the bowl. This helped a great deal. It still does not behave like a fuel injection car meaning I cant just pop it open blindly in every circumstance and expect it to handle the rest. But with very rich pumps its much more forgiving and easier to drive it hard, while always getting the most out of it when rolling into it with some amount of thought for what it wants.

I keep it above 2,000 rpm if I want to be able to get on the gas hard without delay. Below 2,000 rpm I have to roll into it much more gently. It is very happy and responsive above 2,000. It pulls hard until tapering off a bit above 4,500 through 5,000 rpm still pulling good but not as dramatically.

Overall, all of my circuits are jetted far richer than anyone guessed and I do have 500 dollars of jets sitting in a tin that are left over from the process. The AFR readings coincide with the engine being very strong in the low 10 AFR range, seeing an occasional dip into the high 9s when easing into it at mid range rpms up a long hill to maintain speed or mild acceleration. Open it up at speed in the 3,000 to 4,000 rpm range and it pulls hard drifting up in into the low 11 AFR range. Lean cruise on level ground on the highway is mid 12.5 AFR and rolling on the throttle at speed it richens to the low 10 AFR and pulls hard.

Idles evenly at 1,100 rpm with AFR readings of mid 17 but surges when I lean it out with the screws to force it down to 1,000 rpm with AFR of 19.8. I live with the idle surging a little in between those two spots.

I've got a 009 distributor with a grub screw in the tab to limit the advance to around 12 degrees. I have it set at 12 degrees BTDC at idle and it winds up to a total of 24 BTDC. I'd be afraid of popping a hole ina a piston at your 30 degrees.

It never fouls plugs. The engine runs cool all day long even under abuse. It gets 22 mpg driven like a commuter car at highway speed limits. If I drive it like I stole it I get 13 mpg. On a good run I can sometimes get into the low 18s at 72 mph in the quarter mile at the local strip if I recall, I keep meaning to post my slips and should dig them out. It will easily go 90 mph and runs out of gearing before it runs out of power.

All my reading suggests I'm getting 6 pounds of boost with the standard v-belt AMR500 pulley and stock crank pulley.

I love it. Absolutely love it.

Enjoy!

_________________
Big Time 1988 Vanagon Westy
Release the Krankenwagen! 1966 Sportsmobile Camper
Dr. Kompressor 72 Super Duper
61 Turkis Pile (adopted out)

[advinnie]

[Erik G]

can we see the stock exhaust? At the very lest the heat risers are hacked off, which is weird to do to stock mufflers.
_________________
Stop dead photo links! Post your photos to The Samba Gallery!