I WANT this engine!

This is what I'm aiming for. 159 hp is very nice, but check out the awesome torque curve!
http://www.thesamba.com/vw/forum/viewtopic.php?t=265227&postdays=0&postorder=asc&start=0
Ron

My dyno sheet looks similar to that, the HP peak is higher, and the torque really comes in at 3000, not 2500. It stays there through 6000, though, 140 ft.lbs + the whole way, and flat.

We can only post jpg and gif here, so I will have to convert the xls file first before posting.

That does look like a VERY nice combo, though.

After driving a V8 powered Miata for three years I've become accustomed to torque. For everyday driving torque rules.
Daniel, hopefully you can find a way to link or post your dyno numbers.
Ron

Here you go, I took a photo of my laptop screen. This engine was built in 2002 by Jake Raby, it indicates 172.4 hp at 6500 after which it falls off rapidly. Torque ramps up to 141 at 3K, goes up to 147 at 3.5K, then stays pretty darn straight, only fading to 139 at 6500, which is my set hard-cut redline.

This engine was dynoed with a stock coil and 009, and it feels a bit stronger now with the Megajolt. I call it 180 hp, which it may not be, but it sure feels like it. The midrange torque is most definitely higher, but by how much I don't know, as the engine/car has never returned to the dyno. I know those that drove my car before and after the 009/Megajolt noticed the difference.

Mine is a 2165, 44 X 37 valves, webcam 86B, Pauter 1.5:1 roller-rockers, 9.8:1 CR, and match-ported intake and exhaust, dual Weber 44 IDF. 16K miles and counting, no leaks, no oil burning. Took the heads off around 10-12K, looked great.

Ron-

No... I think you want this engine. 177 lb ft at 2500, and up from there. As Butch and Sundance said, "that oughta' do it".

Danny--that is truly a "flat" torque graph---damn!! I want to get a ride in that bad boy at Carlisle next year!

No problem, Jack. I wonder what Jake is getting out of type1s today, seven years later! We had a discussion about that, but I think I'll leave it alone. I can't believe I've had the car and motor that long, although it's only been roadworthy since 2005.

Danny and Stan, very impressive dyno numbers! Stan, who built your engine? Is that also a Raby build?

Danny and Stan - How was your engine "dressed" on the dyno? Air cleaner installed? Belts on? Street exhaust with muffler?

Ron- Chico Performance Type 1, 2332, (10:1, Porsche length rods, Chinese nickasil cylinders, Venola pistons). The dyno numbers are with the engine fully dressed, with belt on, through a muffler, air cleaners installed.

David, belt on, Vintage Spyder exhaust installed. Unsure of aircleaners, but all else in street dress.

One ride and you'll know I ain't joking, I'm just saying.

Stan - I just opened the dyno chart in your post, and WOW, what a torque curve! You could pull stumps with that thing! Has it been a temperamental beast, or have you had a good experience with it? Mileage? That torque curve rivals some of the plots I've seen for bigger Type 4's and smaller flat 6's. I realize a high-output Type 1 may not live as long as the other two, but if you can get that kind of performance with even half the longevity in a compact, lightweight package for lower up front cost, it could be a great value proposition. Especially if you're the type who gets "fidgety" after a few years and likes to change things up every so often anyway.

Building a T1 engine with a nice flat "torque plateau" isn't the easiest thing in the world to do... Even though the graph posted has a lot of torque and is a real accomplishment for a T1 based engine, it still doesn't make more torque than it does HP like the TIV generally does.

Danny's engines that I built in 2002 turned out to be the best balance of TQ and HP with the best average power of any I have ever experienced based on the T1 foundation. I am glad to see that it is still performing well today.

The key to building torque in the TI is not being convinced by the ads that state huge CFM numbers from cylinder heads and maximum peak power. The primary issue we see with misconfigured engines is a cam and head combination that do not compliment the application or the intended RPM range.

right on small cfm and small exh, makes torque, and torque is what makes the world go round. bill

Felix-

You and I are speaking the same language. Shoot me an email, and I'll give you the details.