Small powerhouses and old school

[JIMP]

Hello Johannes

just a small question, in that video with those rpm you use the tappered aluminum pushrods or the "std" chromoly ones?

Thanks in advance

Dimitrios

[Shag55]

Bad a$$ man! what is the spring rate for those springs? Are they simaler to the CB 650s? If you don't mind how big is the cam on this new motor, @.050 and lift @ cam?

[Carsten]

    Great !

[Peter Shattock]

Peter congratulations on your motor, seems it is best of "both worlds" and the motor I dream about at night.

Thanks, although its Johannes we are thanking here. What you say is a good reminder actually, I’m sure it’s a human nature thing, but I’ve a terrible habit of not realizing or being grateful for what I’ve got. But as you say it is the thing of dreams really. It was not long ago, that if I’d been told the car could do what it has done this year, both on the street and the track, I would not have believed it!

Its interesting that after all these years of driving and racing the car, the 6 tenths faster that it ran this year relative to my previous years PB, is the biggest single leap the car has made. The engine is a little bigger, and in previous years I had purposely been making smaller steps to measure the improvement in a more measured way, rather than changing a load of things at once. None the less, I was definitely trying to go faster, and to have come this far, then to take of 6 tenths in one year, and if anything found it easier to drive on the street, is still amazing to me. The strange thing is I now know that it can be even better, but I suppose there will always be room for improvement.

I do have this horrible sinking feeling that my trips to Sweden over the last couple of years were the first of many, rather than the first and last. I’ve certainly found Johannes’s enthusiasm for all things performance very infectious, regardless of his clear skill and ability, and in many respects it’s a great relief to me that he lives miles away, as the distraction would be even worse than it already is!. I’ve enough trouble keeping the home / work / car balance in check with all the other local VW friends and racers I know as it is!

Peter

[Shag55]

I've been wanting to build a small-ish motor for some time now to make big HP up high. A 74x94 with 5.325 Eagle rods and JE skeletor pistons and asset of really short barells I have. The heads are 44x35.5 with tai valves, 7deg tai keepers and PSI springs and tight chambers, deck not cut yet. The ports are simaler to Chung Woo design the exhausts are smaller but should net a good I/E ratio. Berg 1.45 rockers and DT pushrods. The cam is up in the air as of yet but one grind in mind has 278 deg@.050 and  .422 lift  its a vary aggressive profile. Header will be a 1 5/8 steped to 1 3/4 but length not yet determined asim not good with calculations. Plans were to get it to 8-10k and in the 240Hp range. Any suggestions for the cam would be appreciated Johnnes.
Shag

[Johannes Persson]

Hello Shag,

The OTEVA75 springs I use in my 1915 has 150-160lbs installed pressure and 350-360lbs at over the nose.
The cam is one of my Raptors which has 280+ deg at 0.05" and about .430 lift.
All my Raptors are brand new profiles, no copies from V8 or others.
They have all been designed to suit the valvetrain of acvw, that is why it's possible to reduce the spring pressure.
I design the valve lift profile in a very advanced computer software and from that file created the lobe is cnc machined.
That means that I can design a custom grind for a special performance goal and combo like yours in very short lead time and a fair price.
Most cam grinders copies a "master lobe" when grinding cams, to make a new master lobe is very expensive.
I don't have to do that when dealing with cnc grinding.

Send me an  email and we can talk about it.

/Johannes

[Eddie DVK]

Hello Shag,

The OTEVA75 springs I use in my 1915 has 150-160lbs installed pressure and 350-360lbs at over the nose.
The cam is one of my Raptors which has 280+ deg at 0.05" and about .430 lift.
All my Raptors are brand new profiles, no copies from V8 or others.
They have all been designed to suit the valvetrain of acvw, that is why it's possible to reduce the spring pressure.
I design the valve lift profile in a very advanced computer software and from that file created the lobe is cnc machined.
That means that I can design a custom grind for a special performance goal and combo like yours in very short lead time and a fair price.
Most cam grinders copies a "master lobe" when grinding cams, to make a new master lobe is very expensive.
I don't have to do that when dealing with cnc grinding.

Send me an  email and we can talk about it.

/Johannes

Johannes, maybe a change you are going to make Type 4 cams in the future?

Kind Regards Edgar

[Arnoud]

And make a autobahnproof highperformance type4 head while you're at it

[JIMP]

Hello Edgar

send Johannes an e-mail, he does them anyway if he finds the blanks, he did for me recently a T4 turbo cam

Friendly

Dimitrios

[Harry/FDK]

And make a autobahnproof highperformance type4 head while you're at it

Hmm.

[SSRT]

Hello,

This engine was built for at least 4 years ago as an R&D project.
It is designed to have peak power at 9000rpm and 14bar bmep, if I can hit this goals it will pump out 265hp or 138.4hp/lit.
Only small changes has been made since first build, it has mostly been sitting on my shelf but the plan is to race the engine for next season.

The pulls on the video is up to 9700rpm where the rew limiter kicks in, the power is 248hp at 8900rpm.
No special oiling mods are done, just ordinary full flow with 26mm pump and oil return into main gallery.

New header was tested today, 252hp at 9000rpm and keeps the power almost to 10000rpm.
There was also a 8hp increase at 7000rpm, I have only made the calibration of A/F maybe some improvements could be expected from calibration of the ignition curve which I will do the next days.

Next change will be "top shot" injectors, after that a custom made piston, which will raise the comp ratio to hopefully about 13:1.
I still have 13hp up to reach target, a 3-4% increase could be expected going from 11.2-13:1 in CR.

BTW I only use my std size OTEVA75 dual springs, valve lift is 16.3mm(0.641").

/Johannes

Really looking forward to see the result of these changes,- anyway very inpressive numbers as usual!!!
Good luck!

SS

[Udo]

Looks like we have another mid 10 sec. car for next year 

Udo

[mast]

edit

[vintagewagenwerks]

The hearing of the number 9600rpm is unbelievable but i know that engines can do this,i feel very scary when my 2007cc engine runs over 5000rpm ,because the noise goes through your brain.Respect for driving at this rpm.

[reijo5]

Hello there,

Just a dyno pull of my 1915.
69mm Demello
JE pistons
5.4" rods
MS230 46x36 valves
11.2:1C/R
Raptor valvetrain
F1 throttle bodies
Motec M4 ecu

<a href="http://www.youtube.com/v/v0o4Yt6ew1M" target="_blank">http://www.youtube.com/v/v0o4Yt6ew1M</a>

Will soon be updated with raised c/r, top shot injectors and new header.

/Johannes Persson



Wooo that sounds fantastic, great work

[Udo]

The hearing of the number 9600rpm is unbelievable but i know that engines can do this,i feel very scary when my 2007cc engine runs over 5000rpm ,because the noise goes through your brain.Respect for driving at this rpm.

Don't worry about it . this is not a small , but 2,4cc at 9000 :-)
<a href="http://www.youtube.com/v/b-r9sIim460" target="_blank">http://www.youtube.com/v/b-r9sIim460</a>

Udo

[TSAF]

One quick question

I am thinking of building a new stronger engine for my 1964 beetle FIA approved rally car (http://www.rallybugs.com/CSBeetle.htm). Currently the car has a 1300cc engine which is quite strong but not as strong as the one I am thinking of. I would like to create a replica of the Swedish 1200s like the ones on the attachment.  These are the Swedish VW 1200s, fitted with 1300 cc Okrasa (Oettinger) engines, Porsche 356 brake drums, plexi-glass windows, 84 liter petrol tanks. These cars were used in the 1964 Spa-Sofia-Liege Marathon race. I have bought the 356 brakes, bought the plexi-glass windows from a company in the UK (http://www.plastics4performance.com/), already bought a new ATL tank and much more, new bucket seats,. The point is to build an engine that will have an output close to 110-115bhp with max rpm 6500 and a gearbox that will keep the engine in the power all the time.

There is a circuit racer in Britain from the just campers team that is a 1300 with power output of 140bhp, but this engine will not be suitable for rallying.
All ideas are welcome

[Udo]

I have a customer in greece that has built an 1300 engine for rally racing . He got the heads and cam from me and has dynoed strong 130 hp . I think it is a good result for an engine that makes power in all rpm ranges and has good torque . So i think it is no problem

Udo

[1946vw]

I have the first Dyno numbesr for the 1670cc 250hp and the FI is next.

[RFbuilt]

I have a customer in greece that has built an 1300 engine for rally racing . He got the heads and cam from me and has dynoed strong 130 hp . I think it is a good result for an engine that makes power in all rpm ranges and has good torque . So i think it is no problem

Udo

thats some very nice numbers  Udo..

and seeing it is rally use... that's some good longevity there


id bet its pure heaven to use on the street 

[TSAF]

I have a customer in greece that has built an 1300 engine for rally racing . He got the heads and cam from me and has dynoed strong 130 hp . I think it is a good result for an engine that makes power in all rpm ranges and has good torque . So i think it is no problem

Udo

Udo we are your customer in Greece (http://www.rallybugs.com/CSBeetle.htm). A friend of ours is using the heads you made and your cam on his race car. The car is a 1970 model and not a 1964 like the one I am thinking of. Originally with Udos set up the engine made 90bhp on the dyno. Andreas  though re-worked the chambers and changed the timing of the cam. After a lot of work, and a lot of trials the engine made a healthy 130bhp at 6850 rpm. Andreas also changed the combination of stroke and bore. The car has made 3 FIA races with very good results. This year a new gearbox will follow that will suit the engine a lot better.

[Udo]

Ok , looked like you came from italy ...

I know another story but it is ok

Udo

[dangerous]

I have the first Dyno numbesr for the 1670cc 250hp and the FI is next.

 

Is that the 4 cam version brian?

[cbigpwr]

I have the first Dyno numbesr for the 1670cc 250hp and the FI is next.

Are you going to hit the track in 2011?

Anthony D&A Racing

[1946vw]

yes

[cbigpwr]

Cool, can't wait to see it run.

[Peter Shattock]

Better late than never, hopefully below you'll see a short clip of one of the 11.3's from Bugjam last year (thanks Frau) its not quite the best run, but you get the idea. For info the smoke off the line was clutch not tires, which gives you an idea why I had to change a centre disk at or after each of the 4 mettings I did this year.

Happy New Year All.

[benssp]

I'm kind of missing that clutch smell which accompanied meal times at the track

[Bernard Newbury]

I'm kind of missing that clutch smell which accompanied meal times at the track

Or even missing meals while changing clutchs/pressure plates

[H67bug]

That looks/ sounds so crisp and straight!