2490cc Type 1

[CasteSystems]

Our shop has been working on this engine project for the first half of this year. Yes, a 2.5l Type 1 (2498cc) has been possible before with use of a custom or aftermarket case or 90mm crank but as we all know they require a LOT of case clearancing and do not normally rev very high. We really wanted to make a 2.5l utilizing a true Type 1 mag case and do it without sacrificing too much strength for long term use. The other goal was a true 200 wheel horsepower NA without being too high strung, a true street and driver engine that can scare you and also cruise on the highway. So far this has done both. The displacement was achieved with fitting 96mm pistons to the type 1 while maintaining the same cylinder wall thickness as a standard 94mm. The case and cyl head only had to lose .020" to achieve this for adequate cooling with the cylinder walls. Currently without too much fuss we have achieved 203whp and 172ft/lbs, again this is at the wheels. Normal dynojet loss calculations puts this around 240-245 crank HP and 202-209 crank tq.

The specs of the setup below:

2490cc 96x86mm built/machined by CSP
JE Pistons/ custom machined cylinders
CB Performance Chromalloy Crankshaft
Super Race Connecting Rods w/ Chevy Journals
CB Performance SF Cylinder Heads (46x37.5mm valves)
11.2:1 Compression
Eagle Race Camshaft
1.4:1 Ratio Rockers
Berg 2.0" merge 4-1 Header
48mm ITBs w/ port matched manifolds
Custom CSP/Zarpspeed tucked engine harness
MaxxECU standalone ECU Tuned by Matt Ivan @vw1320
Flex Fuel Capability, E85 and Pump 93oct
Bergmann Fan Shroud Kit w/ turn style linkage
Billet Valve Covers, custom catchcan/breather setup

Our overall power testing will continue on our dynojet, (really want 210whp) and also overall endurance and longevity, but hopefully this engine, harness, ECU setup and tuned MAP will be something we will be able to offer to the community in the next year roughly. So far it shows to be promising, and looking to gauge interest and just a general sense of the potential overall to be able to contribute something new/out of the box to the community. No details on costs or anything yet as we are not there. But feel as though we are at a decent point to share current status and progress moving forward.

Thanks for checking it out

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Caste Systems Performance
57 Oak Street
Norwood, NJ 07648

845-418-CSTE
www.CSPerformance.net

[Alstrup]

Lets see the rest of the power curve. the peak alone is not interesting for a street engine "everything else is"
Also, the dynojet can measure transmission loss, if it is set up for it of course, which can give you real FWHP numbers instead of guesstimate.
Yes, such an engine is not just buy and assemble.
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https://www.thesamba.com/vw/forum/viewtopic.php?t=435993

[Rome]

James, I'm glad you made the VW community aware of this special engine!

To theSamba readers- James showed his custom '68 Beetle at the Bug-a Fair VW show in Terryville, CT last month. He also drove it to a local VW gathering near his shop 2 weeks ago where I saw it in person. Very noteworthy is what James told me at the gathering, that he finished the engine installation just a few nights before the Bug-a-Fair and drove it to the meet- approx. 95 miles, mostly highway.

Over the last 2 decades, James converted his Beetle to right-hand drive, and "aged" it with early 60's fenders and engine lid to create a Herbie (The Love Bug) tribute. Significant modifications to the suspension along with Porsche "twist" alloy rims. He also recently installed a modern LCD instrument cluster and control pad for his engine management programs.

The "CSP" in his post above refers to his shop in northern NJ. Not to be confused with Custom and Speed Parts in Germany.

[Victor H]

You're making your peak power around 6,100 rpm? Seems like you have the ingredients for higher rpm.
What are the cam specs?

[chrisflstf]

https://www.thesamba.com/vw/forum/album_page.php?pic_id=2606931

Full dyno chart, from his gallery

[Alexander_Monday]

Looking at the full dyno curve there is a dip between 4K & 5K that looks like it could be valve spring harmonics.
Just an observation and possible reason.
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Danth’s or Parker’s Law:
“If you have to insist that you've won an internet argument, you've probably lost badly.”

Alexander_Monday->What were the rings gapped at?
bedlamite->Almost enough.

[Alexander_Monday]

Also, kudos to you for getting a 90mm crank in a mag case.
How bad was the camshaft to crank and rod interference?
_________________
Danth’s or Parker’s Law:
“If you have to insist that you've won an internet argument, you've probably lost badly.”

Alexander_Monday->What were the rings gapped at?
bedlamite->Almost enough.

[Alstrup]

OK. Its always a b*tch to get the harmonics dialed down to a minimum with agressive cams etc. But it looks to me as the induction length is on the short side. I would definitely try to increase induction length with 20-25 mm and see where that gets you.
You can probably also play a little with the sec. collector volume/length. Get those two factors closer to right and the harmonics will 90% certain be reduced by 50-75%.
Have fun.
T
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https://www.thesamba.com/vw/forum/viewtopic.php?t=435993

[RickS]

[Alexander_Monday]

[RickS]

[Alexander_Monday]

[Rob Combs]

My God can you even slip a piece of paper between there?

I don't feel nearly as nervous about my cam to crank clearance after seeing this...

[Alexander_Monday]

No, it actually interferes for a short distance.
Going to have to grind some off the crank counterbalance and get it re balanced.
_________________
Danth’s or Parker’s Law:
“If you have to insist that you've won an internet argument, you've probably lost badly.”

Alexander_Monday->What were the rings gapped at?
bedlamite->Almost enough.

[txoval]

Definitely agree on TF1

Then you could go 86mm crank and 4” pistons

[RickS]

[CasteSystems]

That is not the accurate dyno chart posted above by Chrisflst, that was initial testing also using a tri-y 1.75" sebring style exhaust which was build for the car's old 2110cc.

This is just changing from that old exhaust to the berg 2" header

Alstrup that was the next thing we were thinking, try roughly 1" taller velocity stack.
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Caste Systems Performance
57 Oak Street
Norwood, NJ 07648

845-418-CSTE
www.CSPerformance.net

[CasteSystems]

[94touring]

That's very cool, though I'm confused with the concept of reliable with the mag case versus the already clearanced and pinned alloy cases. Is that an all type 4 main crank?

[CasteSystems]

Still type 1 mains. The case is clearanced for 86mm crank which I think these days is considered clearance wise safe for longevity, vs 88/90mm cranks which need a LOT more clearancing to both case and camshafts. Using the mag case then lowers the cost of not needing something aftermarket like TF-1, etc and still make a larger displacement motor capable of 200whp NA pretty easily without being over stressed hardware and tuning wise.
_________________
Caste Systems Performance
57 Oak Street
Norwood, NJ 07648

845-418-CSTE
www.CSPerformance.net