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Help with OTHER VW powered car?

FM Former Member
Not really a 356 question, but the engine started out in the 356.
We're trying to get our 1914 motor to break out of the high 15's. There is something wrong with the components in the engine, cam too small, rockers too small, carbs too small, our brains too small . . . Could someone maybe check through the build list below and make a recommendation or two? Keep the cam, change the rockers? Change the cam and keep the header? Any advice at all . . .

Engine info/specs as follows:

1914cc
69 Demello conter-weighted crank
CB rods
Malle 94 pistons/barrels
Chrome Molly rings
Magnum 044 heads
dual valve springs
40 x 35.5 stainless valves
Engle VZ-15 cam (279 duration/.478 lift)
1:1 swivel foot rockers (solid shaft)
Dual 44 Webber IDFs
straght cut gears
050 distributor (sometimes 009, but no box)
Chrome Molly pushrods
rotary pump
1 3/8 exhaust w/muffler
power pulley
12 pound flywheel

The weight for the car is around 2100. We're putting the car on a diet this weekend to get it down around 1600 to 1800 pounds.

Keep what? Get rid of what else? Set-up carbs with what specs? Jet sizes? Vent sizes? Any help at all . . .

Thanks,

TC
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FM Former Member
Not really a 356 question, but the engine started out in the 356.
We're trying to get our 1914 motor to break out of the high 15's. There is something wrong with the components in the engine, cam too small, rockers too small, carbs too small, our brains too small . . . Could someone maybe check through the build list below and make a recommendation or two? Keep the cam, change the rockers? Change the cam and keep the header? Any advice at all . . .

Engine info/specs as follows:

1914cc
69 Demello conter-weighted crank
CB rods
Malle 94 pistons/barrels
Chrome Molly rings
Magnum 044 heads
dual valve springs
40 x 35.5 stainless valves
Engle VZ-15 cam (279 duration/.478 lift)
1:1 swivel foot rockers (solid shaft)
Dual 44 Webber IDFs
straght cut gears
050 distributor (sometimes 009, but no box)
Chrome Molly pushrods
rotary pump
1 3/8 exhaust w/muffler
power pulley
12 pound flywheel

The weight for the car is around 2100. We're putting the car on a diet this weekend to get it down around 1600 to 1800 pounds.

Keep what? Get rid of what else? Set-up carbs with what specs? Jet sizes? Vent sizes? Any help at all . . .

Thanks,

TC
Ron ORon O1984/2010 IM, B.C. Canada
I had my motor upgraded from a 1776 to a 2110 and was not happy with the power. I was expecting big gains, but ended up with only a small improvement. My builder took the motor apart and put in a Web 86b cam and (more importantly) did a very good porting and polishing job on the same heads that you have. The difference was amazing! The power is in the combination and the bottom line is headwork, headwork headwork. By this I don't mean really big-valved heads. The proper porting (including the manifolds) is key. Also, get rid of the 1 3/8" exhaust and go with a 1 1/2 or 1 5/8" merged system with a Magnaflow (et al) muffler. Compression ratio is also important. You didn't mention your motor's CR.
Ron
FM Former Member
Thank You Guys!!

I was thinking that the cam was off, I went on recomendations rather than referrals and made a bunch of errors. It's almost like it's two motors at once.

If I keep the long block as it is, can anyone suggest a carb combination (dual or single) that will work with the heads?

With the larger cam and porting, what jet sizes should I start with as a base line?

Since the cam is adjustable, should I advance the timing as well?

I guess that the Web Cam is all that and more, will the carbs run with that bigger cam at the top end?

Again, thanks a TON for all this help!

TC
FM Former Member
You didn't mention if you are looking for a racing engine, or a street/strip engine. In general, 86c for racing, 86b for street/strip.

If it was me, I would change the cam now. Might as well do it right once. It's better than wishing you did it later. Your existing carbs should work OK with this combination.

Before you decide on jets you need to decide what you are doing to the engine, and what is going into it.

If you are looking for excellent porting of your existing heads and manifolds, at a reasonable price, call Darren at 604 433 1909, or email kroc@shaw.ca.

Or you could go Bruce's way and just stuff a turbo on it.
FM Former Member
looking at your motor specs it looks like you got a good driveable street motor. The small exhaust and coservative cam. ? dose the car hook up, what is your 60ft, et,and what is the engine doing thru the lights rpm,surging,sputering or still pulling hard. I would try and open up your exhast to 1 5/8 first and some head work and match porting to get the motor breathing and then if you are still not happy with the time and have some extra change the cam and possible carbs. Another thing if power is the only concern and not driveabilty compression ratio will wake up any motor.
FM Former Member
the turbo doesn't care if you have 1 3/8" exhaust or milder cam
(in fact in prefers it). you can't compare the power increase of
a turbo vs normally aspirated. snappiness off idle till boost
is the only issue which can be conquered with a properly sized
turbo.--good luck with your project.
ps-can you tell i like turbos?
WideRidezzzWideRidezzz
Hi Guys,
Reading with interest your desires to go fast quickly and still maintain some streetability. The big swing seems to be toward turbo applications...this may be the wrong forum to read about results of turbocharging type1 engines, any direction appreciated... but having owned and raced what I felt was the ultimate turbocharged car, I have to tell you, I am enjoying Hell out of these 48IDAs on my new engine!

The dress rehersal had a few hitches, but the carbs are now reliably set up and the performance is astounding...no burps or hiccups at throttle romp, no lag, just law-bending get up and go through the power band... and I don't believe there is any flat spot sometimes brought about by back-pressure or exhaust restictions.

My street MPG is about the same as my turbo was. I realize I am driving a car two thirds the weight and with half the overall HP, but if it weren't for the skyrocketing gas prices, I'd say who cares at all, I didn't build this car to be an economy clone!

Don't overlook big carbs and big exhaust. I think it returns big dividends.
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