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Engine Builds / Combos
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midtravelmidengine
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PostPosted: Wed Oct 13, 2010 11:17 am    Post subject: Engine Builds / Combos Reply with quote

Please keep this to a proven/built combination with all aspects of the build & all the results: track slip, chassis or engine dyno charts etc.

Please do not comment on any of the builds in this section. Start a new topic or PM directly, lets keep this clean.

I will not copy previous specs here, i will leave that to the Origional posters to re-submit their information as to keep the most correct information available. (Gerico, AJ Sims, etc)
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youngnstudly wrote:
I just wasn't sure if I should recommend the 1/3 race cam, the 1/2 race cam, or the 5/8 race cam instead...guess it depends on how much of the race he wants to lead???
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ALB
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PostPosted: Thu Oct 14, 2010 6:49 pm    Post subject: Reply with quote

I'll start first...

1750cc's- Berg 69mm crank, 12 lb flywheel with ISS 90mm pistons & cylinders
40x35 heads, Berg dual springs and titanium retainers, welded and ported by Tom & Hank from Small Car Specialties, Eugene, Oregon.
about .048" deck height, 8 1/4ish /1 compression (hey, it was 1981 or 2)
Engle W125, stock 1.1/1 rockers, Berg solid shafts
44IDF's on ported Claude's Buggies manifolds
S&S 1 1/2" merged exhaust, dual mufflers

4.37 r&p
1.48 3rd, 1.12 4th
185/70-15 rear tires

All in a full weight /72 bug. 14.6's at 88-89 mph at Seattle International Raceway. IIrc, I would just be hitting 4th crossing the finish line. It revved to 6500 with power and beat any 5 liter Mustang, 302? Camaro or black turboed Trans Am on the street.
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miniman82
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PostPosted: Fri Oct 15, 2010 1:17 pm    Post subject: Reply with quote

1915cc, 7.3:1 compression, Megsaquirt EFI, Ford EDIS ignition, CB 044 CNC mags 42x37.5, CB FI intake end pieces, custom sheetmetal intake, 1.8 VW GTI TB, modified CB buggy turbo header, Garrett T3 turbo, custom downpipe with glasspack= ~170 crank HP on 8 PSI. I will take it to 14~18lbs one of these days....
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JustBuggy
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PostPosted: Sun Oct 17, 2010 6:23 am    Post subject: Reply with quote

Nick, I'd love to hear what your powerplant sounds like. Cool Any chance of you posting a video?

Thanks
Greg
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Glenn Premium Member
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PostPosted: Sun Oct 17, 2010 7:03 am    Post subject: Reply with quote

Engine - 2180cc Type 1
9.5 CR
AS41 case
82mm forged crank
5.4" rods
92mm "Thick Wall" cylinders
FK-8 cam
Steve Tims, Stage 2, 42x37.5
1.4 rocker
Weber 48 IDAs
Gene Berg 1-5/8" merged , header and dual QP mufflers
Oil pump 26mm
Gene Berg full flow oil kit, Canton Mecca remote filter, Berg 1.5 quart deep sump, Type 1 cooler
Brad Penn 10W-30 Racing Oil
Cooling - Volkswagen, 1973 Type 181 dog house fan housing (no fresh air), Berg late model fan (welded + balanced), all OEM tin including the "Hoover Bit", flaps and thermostat.
KEP, 200mm Stage I, ACE "Copperhead" disc

Tranny - Berg 5
3.78/2.06/1.58/1.21/0.82
r/p 3.875
ZF, Limited Slip (LSD)


HP - enough
Torque - plenty, here's a 2nd gear pull.

Link

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mabbo
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PostPosted: Sun Oct 31, 2010 11:40 am    Post subject: Reply with quote

cool thread Smile

My 1968 standard bug:

1955cc
CB 76 crank
Mahle 90.5s
CB Unitec Plus rods
Lightened 8 dowel flywheel
Web110 cam
Manton pushrods
Cheap 1.25 rockers on bolt up shafts
Scat Mini D port heads 40x37.5
8.8:1 c/r
45 Dellortos
1 5/8 merged header and turbo muffler

With a 1600 code gearbox ran a 14.9 at 85.85mph with a 60 foot time of 1.90... i think there is a bit more in it but not much. On one of the slower runs it ran a 15.7 but crossed the line a bit quicker at 86.49mph. We were having bad traction problems Sad

Want to get mid 13s... trying to decide what to change next Laughing Twisted Evil

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volky1970
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PostPosted: Tue Nov 02, 2010 1:59 pm    Post subject: Reply with quote

The engine is a 1776cc with:
Completely balanced...
40mm IDF carbs
Comp. ratio of 8.3:1
Engle 110 cam
C/W crank 69mm
90.5 mahle pistons
New Doghouse shroud, tins and oil cooler Full flow/oil filter
Kennedy stage 1 p/p & Sach disc
Port & polished stock heads
Solid shaft rockers with 1.1:1 rockers, HD lifters & springs
BMD pulley system
1.5 Berg oil sump
26mm oil pump
AEM wideband sensor
1 1/2" ceramic coated header with s/s Phatboy muffler
009 dist.
Built by me...

Stock tranny also rebuilt by... me!!!
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77charger
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PostPosted: Sat Nov 06, 2010 7:24 pm    Post subject: Reply with quote

Alm raised roof case
82mm dpr crank-wedgemated 8 dowell from DK machine
cb performance H beams 5.4
94 mahles
engle vz35 cam
scat lifters
Compression set at 9-1
ported 043 heads 40x35 by brothers machine
26mm schadeck pump
full flowed
cb thinline sump
44 idfs
I built the motor for my sandrail and this combo has worked really well.Asked some friends about advice about assembling my first 1914 i built and went from there.
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Bugpack 4 seater rail
2275 built by me
Auto linea alm case,82 dpr crank wedgemated by DK machine
cb 5.4 h beams,12 pound DPR f/w,Slr xv294cam,cb straight cuts,hpmx 44s,40x35 heads ported by brothers machine
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spydrb8
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PostPosted: Tue Nov 09, 2010 10:40 pm    Post subject: Reply with quote

This is the setup I'm running in the track special, still tweaking and learning but it definitely needs an intercooler.

2165cc turbo
CB alu. super case, 3.0mm deck, 10mm head studs
78mm forged CB race crank
94mm forged Mahle pistons w/ total seal 2nd ring
CB 5.7" H-beam super race rods, chevy journal
CB 044 cnc mini wedge port heads, K-motion LS1 springs, cb forged 1.3:1 rockers
K8 cam, 107 lc, 308 dur, .491" lift with 1.3:1 rockers
28mm light weight lifters
CB straight cut cam gears
CB 4 gear dry sump pump
giant 11"x15" permacool oil cooler w/ fan
4gal peterson sump tank
DTM shroud and welded super bee fan
AEM water/alcohol injection
T3/T4 .82 cold side/.76 hot side
MS2 fuel injection
750cc RC engineering high Z injectors
AEM FPR set at 55psi idle
Bosch 044 motorsport pump
AER progressive water injection, #2 nozzle

Rancho Pro-Comp transmission
Albins Chomoly gears
Electron Beam Welded hubs
Pro synchro rings (semi dog ring)
Single side cover Z-case
2.90 1st
1.86 2nd
1.26 3rd
.89 4th
3.88 R&P

240 whp at 21psi

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Oldbugr
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PostPosted: Sat Nov 27, 2010 12:20 pm    Post subject: Reply with quote

Haven't raced (unless you have been next too me at a stoplight), nor dynoed,

2110 balanced AS 41 case
CB 82 forged crank
CB race rods 5.4"
Udo becker lifters
Engle 120 cam, stock style gear
CB 1.25:1 stock style rocker with real 911 adjusters
Case done by rimco, shuffle pinned the two mains, silicon bronze lifter bores, stroker clearanced
26mm oil pump
Mahle 90.5 P/C
40X35.5 with mild ports 9.1:1 CR, (soon to be steve tims heads)
Manton pushrods
All stock tins, louvers, t-stat, hoover, ect.
Dual 40mm dellortos
A1 exhaust 1 1/2" with heater boxes
12lb flywheel, kennedy stage 1
stock rebuilt trans for now-(KCR soon)
010 dist
CB elec fuel pump
Brad penn 10/30wt oil
Scat 1 1/2 qt sump
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slalombuggy
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PostPosted: Sun Nov 28, 2010 7:36 am    Post subject: Reply with quote

2332

1971 engine case
84mm 4340 crank
12.5 lb flywheel
5.5 H-beam rods, chevy journal
Light weight wrist pins
teflon buttons
Graphite coated 94mm pistons/cyl
130 cam
28mm light weight clearanced lifters
Straight cut gears
Deep sump
044 heads ported and polished by me
42x37.5 valves
10:1 compression
1.25 rockers on solid shafts
3/8 chromoly push rods
28mm oil pump
44mm carbs
1 3/4 merged header out a S/S super trapp
DIS ignition w/ 009 dizzy
Stock doghouse cooler, 36hp tin
Full flow filter
1700lb clutch, metal, sprung disk

Stock IRS tranny with mid mount and steel cradle

No dyno sheet, but at Bonneville 2010 ran the mile with speeds of 89.9 at the 2/10 mark, 109.9 at the 1/2 mile, 115.56 at the mile
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texas58rag
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PostPosted: Wed Dec 08, 2010 5:20 pm    Post subject: Reply with quote

wow this is a short thread considering the topic, I would like to see more.
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vdubnut58
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PostPosted: Fri Dec 10, 2010 12:17 pm    Post subject: Reply with quote

I would like to see more data with the builds. No dyno time or time slips on some. Whats the point? someone saying it feels fast doesn't mean anything.
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Glenn Premium Member
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PostPosted: Fri Dec 10, 2010 12:36 pm    Post subject: Reply with quote

vdubnut58 wrote:
I would like to see more data with the builds. No dyno time or time slips on some. Whats the point? someone saying it feels fast doesn't mean anything.

It does to me. I find posting numbers sometimes leads to arguments.

Just ask the V8 guys in my area if they think its fast Wink

BTW... my car finishes a measured 1/4 mile @ 104mph and i'm still in 4th gear. I shift 5th @ 107 and its still pulling. I can be cruising in 5th gear @ 45mph and don't have to downshift to accelerate up hills. That tells me more about the torque than a graph. Does it really matter if I have 160hp or 200hp?
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74 Beetle Specs | 74 Beetle Restoration | 2180cc Engine
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vdubnut58
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PostPosted: Fri Dec 10, 2010 1:29 pm    Post subject: Reply with quote

Glenn wrote:
vdubnut58 wrote:
I would like to see more data with the builds. No dyno time or time slips on some. Whats the point? someone saying it feels fast doesn't mean anything.

It does to me. I find posting numbers sometimes leads to arguments.

Just ask the V8 guys in my area if they think its fast Wink

BTW... my car finishes a measured 1/4 mile @ 104mph and i'm still in 4th gear. I shift 5th @ 107 and its still pulling. I can be cruising in 5th gear @ 45mph and don't have to downshift to accelerate up hills. That tells me more about the torque than a graph. Does it really matter if I have 160hp or 200hp?


104mph in 1/4 mile is a 13 second pass. The "point" of this thread as the title stats is to post combos and "results" if you consider someones opinion as "results" then I guess i am out of line
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Glenn Premium Member
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PostPosted: Sat Dec 11, 2010 10:22 am    Post subject: Reply with quote

Well along with dyno sheets and time slips don't forget air temp, track temp, tire size, air pressure, altitude, fuel used, clutch, tranny specs, suspension and a few other specs.
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rubsterob
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PostPosted: Tue Dec 14, 2010 11:50 pm    Post subject: Re: Engine Builds / Combos Reply with quote

midtravelmidengine wrote:
Please do not comment on any of the builds in this section. Start a new topic or PM directly, lets keep this clean.


did any one else read this part? Rolling Eyes
i know im being a hypocrite right now but still
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SamT
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PostPosted: Sat Dec 18, 2010 3:31 pm    Post subject: Reply with quote

I have a go-to engine I have built for several sandrails. Customers like it because it is flexible with the parts they have and isn't too expensive to build from scratch. I have no dyno sheet or track data, just seat of the pants data!

Anyways, this engine makes good torque and HP from 1500 to 6000RPM, will rev to 6500 for holding wheelies and stuff. Is very reliable, and usually ourperforms poorly built larger engines. I have one in my wifes sandrail and she can idle around all day in 2nd gear and even hit large dunes in 2nd or 3rd and basically idle up them, or I can get in and give it some hell!

If you have more than $2500 or so to spend on an engine upgrade this is not for you!

Any dual relief case will work, cut for 94's, full flow
CB 74mm 4140 crankshaft
CB 5.4 unitech rods (stockers will do also)
Engle VZ25 cam Scat Lifters
94mm Pistons and cylinders Type A(I havn't had trouble with AA's)
"stock" 40x35 valved heads with mild porting, basically to blend to the seats. (I have used several diffrent heads stock 041 is fine too CB 044 40x35 is awesome)
Dual 40 webers, 28 vents, jetting usually 135main 55 idle 200 air
1 5/8 exhaust (can use 1.5 if thats what you have)
Of course you need chromolly pushrods, dual valve springs
stock ignition is fine
doghouse cooling and oil cooler is fine
1.5qt sump is good, but not a necessity
Stock flywheel 8 dowelled is fine
Kennedy 1700 and stock rigid disk
Usually need a .060 or .090 shimm to set deck height at .040, but every case varies
I like to set the compression ratio at 11:1 and run 100LL AV gas
Put a 6500 rev limiting rotor (6000 if you used stock rods)

Maybe someday I can get one of these on a dyno, but in my area they want an arm and a leg for a few pulls.
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Glenn Premium Member
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PostPosted: Wed Dec 29, 2010 12:19 pm    Post subject: Reply with quote

Jake Raby wrote:
A few years ago I built a 1679cc (with machine in 88mm cylinders) T1 engine for a friend of mine.. He put 60K miles on it, but decided to graduate up to a TIV engine for his 181 (and never look back!). He ended up donating me the tired RAT 1679 for R&D purposes a year or so ago.

I recently bought a 73 Super with no engine and had planned on throwing a TIV into it, but just haven't had the time to prepare one.. Well my Nephew has been in training with us for a year now, so I decided to have him tear down the 1679, reconfigure it and patch it up for some service in the Super. That worked well since I could stand another daily driver with heat while I finish my 912E revitalization, so I don't have to drive a damn 996 everyday!

So the 60K mile engine was torn down, the only thing that was worn were the camshaft thrust bearings. We honed the cylinders, replaced the bearings, replaced the rings and did a good valve job with new valves. The only changes I made to it was adding an Engle FK-41 Camshaft coupled to a 1.4 ratio rocker, a .035 deck and ended up at 9.6:1 CR.

My Nephew then balanced the assembly and assembled it. We topped it off with a Mallory Uni-Lite Dizzy and an ACE prepped single 40 Dellorto DRLA carburetor. I ran the single to keep the engine super simple and easy to work on. The Ace prepped carb ran perfect out of the box and needed zero tuning to dial in perfectly at both part and wide open throttle.. I only needed to touch the mixture controls.

All in all the cost to reconfigure the engine cost 237.00 to include the new cam and Engle lifters, bearings and rings. I spent more on the carb rebuild than the entire rest of the engine as it was 95% used parts, a true sweep the floor powerplant.

So today my Nephew installed the engine.. We then dumped a healthy dose of RAT Snake Oil Break In oil in the crankcase, fired it up and broke the cam in.. I then took it for a blast up the road and I was amazed! I returned from the blast up the road and rolled it straight onto our chassis dyno where it made the following power.

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Now, its been a long time since an engine only made 70RWHP on my chassis dyno and we have never assembled an engine that made less than 100 RWHP on this dynojet. Its kinda of hard to get super excited about such little power, but this engine is REALLY IMPRESSIVE. To create 70 RWHP means this engine is producing 20% more power at the flywheel,(roughly 85HP) now I wish we would have taken the time to bolt it on the engine dyno too!

The torque curve is impressive and extremely flat with a huge concentration of torque below 3,000 RPM, perfect for the tall gearing the Super has as it was previously equipped with a 2270 TIV that loves tall gearing. 75MPH is achieved at only 3,400 RPM between the tall tires and tall gears, but this engine pulls the gear very well, unbelievably well.

I never expected this engine to produce this much power, or to have this level of throttle response with a stock weight flywheel and a single 40mm Dellorto with no port work and simply prepared 041 valved heads.

Even the exhaust system is used and its only a 1-3/8" Chinese system with a single quiet pack... It fits this combo perfectly and appears to have more potential in the top end as the engine is still leaning out up top, not richening up, which generally indicates inefficiency.

I highly recommend this combo for anyone wanting to build a small displacement, great driving, cheap torquer combo. The FK 41 camshaft is really impressive, we'll be watching oil samples from this engine to monitor the life of the new Engle lifters and to continue our oil development... The FK 41 was the cam that was closest to what my camshaft iterator chose for peak torque at such a low RPM when i set up the iteration parameters within the software. It is performing exactly as I expected, and that torque curve reminds me of a TIV!

Its been twenty years since I've driven a ACVW with less than 140HP, but this engine is so snappy and fun to drive, I don't miss the added power as much as I believed I would.. Its not "MassIVe and its not bad ass, but it is simple, does have great heat and didn't cost me anything to create while giving my Nephew more experience. I'll be doing my best to break it for the remainder of the winter!

I expect insane MPG due to the efficiency of this combo and the gearing.. We'll have to see!

Here is the recipe:
69X88
DPR 69mm CT/WT crank
Stock 311B rods
FK 41 cam, 112* LC
.035 deck, 9.6:1 CR static
Single Dellorto 40 with 34 vents
Genuine 041 heads, no port work, competition valve job, port fluffing only
1.4 ratio rocker
Manton pushrods

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74 Beetle Specs | 74 Beetle Restoration | 2180cc Engine
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busterjohn
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PostPosted: Fri Jan 28, 2011 10:32 am    Post subject: Reply with quote

My favorite was the 2276cc motor that I ran in my DRKC car as well as my race car when running Super-Gas. Here are the specs:

CB Magnesium "Super-Case" gusseted and full flowed
DMS Welded 82mm crank
CB 5.5 VW journal rods
AA 94mm coated pistons in Century cylinders
Engle FK87
CB straight cut gear
Scat "lube'a'lobe" lifters
044 heads with Steve Tims Signature port/polish work 42x37.5 valves with Erco triple springs
Scat 1.4 (the older version that were really like 1.47:1)
48 IDA's worked by Jaycee
1-5/8 merge header with the standard DRKC stainless exhaust
Full flow oil system with a remote oil cooler (with fan and temp switch)
10.5:1 compression

Tranny specs:
Rhyno case gusseted
Klinkenburg 4.12 R&P
Superbeetle mainshaft
Crown axles
Superdiff
3.78 - 1st
2.06 - 2nd
1.58 - 3rd
1.21 - 4th

This motor was driven a lot on the street...not daily but almost every weekend even during summer months. It would only be trailered when we traveled out of town to Phoenix, Vegas, and Sacramento. I would use 91 octane pump gas on the street and retard the timing 2 degrees as well as went up one or two jet sizes...then I would bump the timing back up for the track, lean it up, and ran C12 VP fuel.

It went 12.16 @ 112 MPH in my oval weighing 1910 pounds and 11.5X in my race car weighing 1630 pounds...then we put nitrous to it and it really woke up going into the 10's easily.

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