bugfans.de - das aktive Käfer Forum mit Markt und Stammtisch Board

Hey guys,

My name is jesse and I live in the land of European bugins, Belgium.
Having build a 1200 turbo engine before I wanted back in the game.
Walter inspired me to build another engine.
I looked at what parts laying around and came up with this....

Type 3 dual relief U case

The case has some kind of vw recycling logo on it so I guess its been reconditioned ones.
I´ll have it looked over. don't know how far I´ll go modifying the case yet.
Original crank

this one has allready been looked over, drilled for 8 dowel pins and dynamicaly balalnced with flywheel, pulley, pressure plate...
200 mm flywheel 8 doweled

The flywheel is still full weight, I allways had the feeling I needed it to get of the startline. Would it be wise to lighten it in a heavy car?
I´ll use the 4 puck I used in the Turbocar, I liked it
Kennedy stage 1 pressure plate
Powerpuley with 36-1 teeth
Original rods reconditioned

Thinking of lightening and polishing the rods.
Original cilinders for big hole in case, late
original pistons with dome

1300 dual port cilinderheads with Second spark plug


Will flycut the heads as far as the second sparkplug allows it. Think it will be around 8.5.
35,5 and 32 mm SS valves
Dual gene berg valve springs

Wizard of NOS progressive controlled nitrous kit rated 150 HP max

Something open for debate...
The camshaft
I was thinking of a FK 44 on a wider lobecenter, like 110.
Maybe 45 on the exhaust.
1.3 or 1.4 rockers

This entire contraption will be fed by liquid propane, even the nitrous part.
Vaporizer will be heated by engine oil and will work as oilcooler.


Exhaust will be a cheap 4 in 1 header at first, might need something bigger. We´ll see what the bank says.

it will all be mounted in a 66 fastback and be driven everywhere just like I did the 1200 engine

The plan is to visit, EBI, the 1200 dynochallange, Bugrun, SCC and DDD this year.

Now let me hear your thoughts and ideas on the parts.


Jesse

This is the car.
Probably the first 1200 fastback ever with a racing pedigree.



All benzine stuff will be removed and the car will be run on LPG only.
One line running too the vaporizer feeding the throttle bodys
One line feeding liquid LPG into the intake manifold via the Nitrous nozzle,this will cool the charge down a lot.

I'll try to put the tank in the front of the car where the original tank normaly sits and make it look nice.

Jesse

LPG?

Hi Jesse,

There´s a concept that´s different! I like it! With nitrous ,you will definetly not be able to use the stock pistons.They will not take the sudden increase in combustion pressure and temperature and will literally melt or the ring lands will break.You can machine your rods and rebush them and run Wiseco 77mm pistons from various motorcycles.I think the FK-44 will be a good cam as long you as you don´t go too low on the compression.
I´m really looking forward to how you integrate the LPG and nitrous.I haven´t ever seen that done before - very interesting! Please keep us posted!

Hi Jesse,

interesting concept.
Take it to heart with the pistons!
That would not last with stock pistons.

BR Jürgen N.

Hi Jesse,

great to have you here and read about this very special engine project. Also very nice to see my former nitrous kit finally getting used!
Please keep us updated regularly.

Tobi

Hey Jesse,

Good to see your build plans, very cool!
I read you will use liquid LPG (LPi) in some sort, but why do you need a vapourizer unit with that? Only running carbs on gaseous LPG will need the LPG to be vapourized right?

Lets just say I am NOT standing in the dynoroom when your Fastback is in there being dyno'd

GRuss,
Walter

Poloeins hat geschrieben:

Uralte original K.u.Z. war klar das dir dass wieder gefällt

Genau:-D


Wir arbeiten CO-Neutral:-D

Direct-recycling

In the turbocar we ran the 1200 pistons into detonation at 1.6 bar boost for several seconds a few times, the pistons were fine.
I´ll take my chances , a good tune should make it all last.

But I am worried about the FK 44 cam and the 8.5 compression but I can't go higher without bigger domes which I don't have.
I hope the nitrous charge will up the dynamic compression and make it all come to live.

The lpg will go by a vaporiser heated by engine oil into venturirings on top of the throttle bodys.

The fuel for teh nitroussystem will be delivered by a separate 8 mm line from the LPGtank straight to a modified Wizard of nitrous fuel pulsoid. the LPG and the nitrous will cool the intake charge icecold in the manifold.

Because of the use of LPG and the supercold charge the ignition system will have to be superstrong. the dualspark will also help out.

When my newyearsbonus is deposited money can be spend and parts can be ordered.

jesse

Icecold Injection:-D

In the turbocar we ran the 1200 pistons into detonation at 1.6 bar boost for several seconds a few times, the pistons were fine.
I´ll take my chances , a good tune should make it all last.But I am worried about the FK 44 cam and the 8.5 compression but I can't go higher without bigger domes which I don't have.
I hope the nitrous charge will up the dynamic compression and make it all come to live.

I would say you got real lucky running into detonation at 1.6 bar without failure! Yes, a good tune will help a lot,but it´s not a safety net in such cases.You can fly cut the heads to get more compression.The 1300 DP heads allow quite a bit.Some here have gone as deep as 4mm without problems.LPG will minimize detonation,E85 or methanol would be my choice,but I would like to see how well you tune nitrous to LPG I mean that respectively! At that compression ratio and with the FK44 it will be sluggish in the low rpm until the cam cam hits at around 4500.Another option would be is run E85 at 10:1 and nitrous.That would be easier to realize imho and give you a stout running motor without nitrous also.Again,cast pistons are clearly the weakest link..

My LPG mixer arrived, it has 70 mm hosemounts but the passage is oval in shape. De slide that is visible moves with vacuum and works like a SUcarb. When the slide moves away it uncoveres a slit in the fuelfeedrod. The shape of this slit gives the abilaty to finetune the mixture. The idle mixture is tuned with the screw at the botttom. This should make for a good mixture on the base engine.
The nitrous part is tuned totaly separatly.
Both the LPG and the NO2 will be fed as a liquid gas into the manifold.
The pressure and temperature of the feedinglines will be kept as constant as possible. The differences that do occur will be much the same for both so won't affect mixture that much. Both pressures will be monitored by the nitrouscomputer aswell as the AFratio.
I think it will be a simple system but with good stability and enginesafety.

Very interesting! I am really looking forward to see how it works out! It sounds simple enough!