Gas mileage!!!

What are the gas mileage numbers that any of you are getting on your 1776cc engines and the 2100 c engines? I was living in Hawaii have since moved to PA and now 9 months after moving am moving again most likly to
Arizona. Will air condition also work in Arizona being the engines are volks!!! Has anyone had overheating problems??? Thankyou...

John,

I get 30+ MPG on a Trip and roughly 24-26 MPG in Town Driving. The Engine in my car is a 1776, Dual Carbs, Exhaust, Hot Ignition, Dog House Cooler & Large auxillary Oil Cooler. In 100 Degree Plus Weather, the Oil temp averages <230 Degrees on a Flat Road.

Best Regards,

Jack Blake

I went from a 1776 to a 2110 and my gas mileage went up. Three reasons: CD ignition box, Unilite distributor with vacuum advance, and I went with a taller 4th gear. I haven't done a gas mileage check, yet, because my speedo is out about 10mph at 70, so the trip meter doesn't read true, but I am going farther between fills....that is until I put my foot down, then the mileage goes all to hell.
Ron

I get 28+ mpg
At crusing speeds of around 60-70 MPH
2110cc dual 40 dellortos
044 heads,no port work, med. size valves(little larger than stock)
tall 3:88 tranny - aprox 2800 - 3000 RPM ,
mild cam (under .500 lift and less than 300 deg. duration.)
8 -1 compression.
185-15 tires.

Greg B
PS
Note. my speed and distance are accurate, as I use a (bicycle type) speedometer that is calibrated via the exact dia. of the wheel(that has the speedo magnetic counter).

Big engines need to breathe....

Greg, my 2110 was much like yours. I went from a 1776 to the 2110 and I wasn't impressed with the small increase in power. I switched two things; went to a Web 86b cam and had a very good head porting job done. The difference is astonishing!
Ron

Ron, Jake,
where do you make your horsepower? Does the extra horsepower with the cam and head mods make you give up ANY driveablility at low RPMs?

Luckily, the fellow who built my motor thinks along the same lines as Jake....it's the total combo that makes the difference. Everything has to work together, in harmony to get the best results.
Ron

Ron,
Good,that's nice, but you didn't answer my question.
Did you have to give up ANY driveability low end or midrange for the extra hp that the "breathing" and cam change provided?

Thanks,
Greg

Greg, larger displacement engines with 9.0 oe 9.5 to 1 compression and performance cams usually lose little or nothing in low end RPM drivability.

Its all in the COMBO!

It don't take huge displacement to make big power.

OK,
While neither of you answered with a yes or a no, I'll take it that your mods did NOT change the driveability of the motor.
Motors that need to stay within a narrow or high rpm powerband are a pain to drive.
Greg B

I think one of the key components in making aircooled power is in the head. Yes, size matters, both in jug and lift and duration, but it's all gotta breath too. Spend a good portion of that money on the heads. (Is it just my mind, or did this reply have sexual overtones?)

head...size matters...jug(s)...lift...duration...breath

No. No sexual overtones in that message.

Damn, this winter is getting to me. I have to get a winter hobby.

Greg, I haven't lost ANY low end driveability. I have tons of low end torque, yet I can zing the motor to 6500. I think that part of the secret is that my builder convinced me to stay with the smaller valve heads, but have a full porting job done, along with a boost in the compression to 9 to 1. I've always thought that putting a big valved head on 90.5 cylinders was a mistake. Works much better with 94s. My 911 pickup has a very wild cam in it and it is a bitch to drive at low rpm. Anything under 2300 and it bucks and jerks. Over 3000 it pulls like a freight train to 7000. I wish the builder had put in a milder cam....I'd readily give up some top end horsepower for some low end driveability. My 2110 will cleanly pull from 1800 rpm in 3rd or 4th gear, if I want.
Ron