Ahhhh...

Wow, looks great.

VERY NICE INDEED!

Shiny 

It looks stunning, Cory (but we already knew that); more importantly (I think that's a word...)how does it run (that's what we really want to know!)? And nice shop, btw...

The detailers did a great job on cleaning up your ride. It looks awesome. 

great shot

Looks like the only thing missing is YOU behind the wheel!!!

Looking good!

How's it feel compared to before?

Yes, curious on how the engine feels compared to before. 

To hell with the car check out that garage!

Yeah, but then it is hot there with windows from floor to ceiling.  

Looks great!

Yeah, we all know it looks great, but how does it run NOW?

I bet he's afraid to drive it!

Hey, boys!

Sorry so long in answering your questions!

First of all, I WISH this were my garage (it DOES look like a primo home setup!), but this is the detail facility...  The fellas did a nice job on cleaning her up!

As to the car's performance after the rebuild, YYYYYAAAAHOOOOOOOOOO!  She's been balanced, and her carbs are dialed in perfectly, and I think I'm getting almost all I can out of a 2110!  Very muscular feel to the engine, and the sound...  Oh, the sound is lovely.  It has just enough of that ripping note to make me very happy!

Our friend @PaulEllis, who's responsible for my good fortune, believes the header is too small for the engine, and might be robbing me of some power.  He's been drag-racing beetles for many years, and knows how to squeeze everything out of a block...  A project for the future!

Thanks for all the kind words!

If you want to know about an exhaust robbing your engine of power ask @Former Member. Depending on which day the conversation occurs, his exhaust is robbing him of either 5-50hp. But I hear that is about to change as well. LOL

Cory McCloskey posted:

Hey, boys!

First of all, I WISH this were my garage (it DOES look like a primo home setup!), but this is the detail facility...  The fellas did a nice job on cleaning her up!

As to the car's performance after the rebuild, YYYYYAAAAHOOOOOOOOOO!  She's been balanced, and her carbs are dialed in perfectly, and I think I'm getting almost all I can out of a 2110!  Very muscular feel to the engine, and the sound...  Oh, the sound is lovely.  It has just enough of that ripping note to make me very happy!

Our friend @PaulEllis, who's responsible for my good fortune, believes the header is too small for the engine, and might be robbing me of some power.  He's been drag-racing beetles for many years, and knows how to squeeze everything out of a block...  A project for the future!

Thanks for all the kind words!

Glad to hear it's running well, Cory. Refresh our memories- I believe you have a Sidewinder, but I don't remember what size tubing. Did you guys note which cam was in the engine while it was apart? How high does the engine rev with power?

The reason for all these questions is I'm trying to ascertain how well suited the engine combo is now. Yeah, a bigger header will give more top end power, but if that's at the expense of power in the rpm range where you're driving most of the time, it may not be the most prudent move.

The cam is a name brand (it's on the receipt in a different post). It's Cory's heads that cause me to think he needs a bigger header. Though, I believe his current set up is 1 and 3/8, I didn't measure it while it was out. He has heater boxes which made me believe it is stock size. Now of course I realize it could have bigger heater boxes, but I doubt it (remember the original builder didn't even balance it). It's easy enough to pull the existing header and measure it. If the header is too small, it can cause the heads to run hot etc etc.  He has nice CB heads with big valves..... it think they were 42 X 37.5.

@ALB

Somewhere on page 5 or 6 of Cory's Disaster #$%#@ thread TRP determined the cam was a Crower 61005 and somewhere on page 12 Paul said it wasn't replaced so it's a Crower 61005.

I found it (page 1 of Cory's "Disaster" thread)- it's a Crower 6100 5- 260/252' (int/exh) dur. @ .050" and .406/.418" lift (at the lobe). With 1.25 rockers (listed on the build sheet as well), which will extend the dur @ .050" figures 4 or 5 degrees and add over .100" to the valve lift, this engine will make power (a fair bit with the CB cnc ported 42x37 heads) to 6500 or so.

Paul is correct- a 1 3/8 or even 1 1/2" exhaust is just too small to really let an engine like this "do it's thing". A small amount of lower end power will be lost with the bigger exhaust, but the inherent torque of an engine as big as a 2110 is such that it will hardly be noticed. If you were just interested in as much top end power as possible in a lighter car (such as a buggy) or short/close geared bug you could go to 1 3/4" tubing and 48 IDF/IDA/DRLA carbs with 40mm venturis, but you'd lose more of the bottom end/midrange that makes an engine like this such a joy to drive. Al

I love the way you guys talk... It's very sexy. It's like hearing a woman speak French -- I can't make out everything you're saying, but I love the delivery!

Oh, I think you're starting to understand a little bit...

Oui oui Monsieur McCloskey

That's so funny.... Cory hears bla, bla bla, but loves the sound of it. I do believe he is catching on though.

1" 5/8" is what you want

That's what I'm running on my 1915, so I'm sure it'd be an improvement for a 2110.

Yeah, and only $800 to $1000, what's the hold up?

I'd have figured he already had 1 1/2, which would be (sort of) adequate. 1 3/8 pipes on that engine is a felony. Gotta go up two sizes and get those big heater boxes that cost a bloody fortune. (And don't supply all that much heat?)

Yeah......    So, what'cha want?  Maximum HP at 5,000 rpm, or driveable torque at 2,500 - 3,000 rpm?  

Stick with what'cha got, dude.  1-1/2" tubes and a regular 2 or 4 tube muffler will be jus' fine.  You'll nevah see revs over 5K, anyway.

If you're looking for a 4-tube outlet "Monza"-style stock-tube muffler for 1,900cc's or under, I have one for $75 bucks.   PM me.

Back in the day, I thought the four tube (Monza??) outlet was the bomb.  Had to have that on my coupes.  Wanted same on my Speedster too, but big engine would not allow.  So have the Sidewinder, central output pipe, and like that just fine.  Valve adjust takes a little more time as have to r&r the muffler to do the one side, but that's just a few nuts/bolts. Four to be precise.

I saw Cory's exhaust in one of the pictures a few weeks back.

I always end up liking a size smaller on the header primaries than the drag-race guys. I've got a 1-5/8" on my 2276 and a 1-1/2" on my 2110. I had a size bigger on each (1-3/4" and 1-5/8"), but both felt soggy where I wanted it to be crisp. I'll give up 10 hp on top to have it at 2500 RPM.

I disagree with Gordon, though. The problem is: what he's running isn't a header. It's 4 tubes of random length dumping into a can. The man has ported heads-- running that exhaust is almost a sin.

I'd get a 1-1/2" sidewinder and never look back. A 1-5/8" would be "better" above 5000 RPM, for the one time a year you spin out that far.

It's so much fun spending other people's money, isn't it?

I've ridden with Cory and he likes to wind it up. I'm surprised it runs as well as it does which makes me think he may have inch and a half. We'll pull it off and check it just so we know.

We all need to remember that RPM stands for "Ruins people's motors."

To get the best of both worlds, get Tiger to build a Sidewinder as a "step" header (1 1/2- 1 5/8") to get the best of both; a little more money, yes, but I think worth it. Aircooled.net lists it as an $80 option- http://vwparts.aircooled.net/A...w112-sw158-sw134.htm

Dr. Paul wrote: "I've ridden with Cory and he likes to wind it up."

That's GOOD!   These engines seem to like a bit more revs.  I cringe when I see (or hear) someone shifting a boxer engine between 2,250 and 3,000 rpm because they think they're "saving their engine", whatever THAT means.  Shifting between 3,500 and 4K is just fine and these engines will (when set up right) run all day between 3.5 and 4K.

And Stan:  You're right about the tube sizes.  I was still thinking of Meade's Monza muffler when I was typing that (now, THAT is sub-concious thread drift!).  Cory, with that engine, would really benefit with a set of 1-1/2" tubes for a nice, wide torque band between 2K and 4K.  Larger tubes would benefit the top end, but sacrifice below 2.5K (where he'll be in Phoenix traffic over on Camelback).  An A-1 would be fine and so would the Berg extractor, with the higher collector tucked up behind the body and dual quiet pack mufflers (that really bark when you get on it).

Yup, it's always fun spending other people's money.  But he is Scrooge, after all....

This is SO much fun!

 I truly love seeing the depth of everyone's knowledge! It's a brand new world for me, for sure… 

 I think that my driving style can easily be accommodated by what I'm reading here. 

I'm not very concerned about the top end. I've only ever been to about 84 mph, and that was plenty for me!  What I DO love is getting from zero to the speed limit in a big hurry, whether it's a city street or a freeway ramp. The surge of this engine gathering itself in each gear gives me a lot of pleasure.  And, even with the mild exhaust setup that I have, I love that ripping sound...  I wouldn't want anything that would aggravate the neighbors, of course... LOL

When we're talking top end, Cory, we're not necessarily referring to how fast the car can ultimately go; these things (when equipped with the archaic Beetle underpinnings) really shouldn't be run much past the 84mph you've been to on a regular basis anyway. They start to feel a little light, floating a bit and steering not reacting quite as crisply as it should (and you can only fit so many caster shim behind the bottom beam!); a sure recipe for disaster. Better to recognize it's limitations and have fun at lower speeds (where it's not quite so dangerous).

More top end (and power) on the engine's powerband means more fun through the gears (and the curves). Of course, an engine that's set up to make the most power up high gives up some down lower in the powerband (usually where we do most of our driving) and that's why we're always looking for the combo that gives the best of both worlds. This balance, of course, varies from person to person.

Translation: How often do you rev past 5500 rpm?

A. Never! You think I want to blow it up again?

B. Once in a while, maybe if there's a Mid-70s Corvette on my bumper.

C. Quite often! This baby was made to spin and so was I!

D. You mean I'm supposed to let the RPMs drop below 5500??

If you answered A then leave it alone. In fact, sell it now, as you are wasting a good car. If you answered B then leave it alone. A 10-year-old pedaling a Huffy with a card in its spokes can beat a '78 Vette anyway. If C: Get a 1 1/2 in A-1 Sidewinder. If D: 1 5/8 system.