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Overhead Cam Engines

7K views 21 replies 14 participants last post by  RobScottVW 
#1 ·
Hi, new to your forum, but thought you folks might know who is developing a type 1 overhead cam engine in Europe.

I know about the guys in the Netherlands, but I believe someone has completed an overhead cam engine somewhere in the UK.

All leads greatly appreciated.

Thanks,

Randal
 
#12 · (Edited)
But I not sure why anyone would want to do such a mod,
Maybe to gain more cu.ft/min than the best aftermarket heads can provide AND do so while maintaining proper airspeed and hence swirl at lower rpms?
Its not really a T1 engine if you stick overhead cams on it???
Old discussion, but it is still a T1 engine if you stick Autocraft, Pauter or CE heads on them? and use an Autolinea alu case as a base etc etc :rolleyes:
IMHO, the base case design makes/dictates the engine possibilities and type.

Next they will be water cooling them too..etc... Isn't that just what a Subaru?? Just my opinion;)
Now, THAT would be a shame :p (sorry Martin Tayler, Russ Fellows :group:)

BTT: here is a real 911-heads OHC type 1 being developed (germany) by one of the guys that run the 'Boxergasse' cup:
http://www.boxergasse.com/html/stefan_pfletschinger.html
 
#5 ·
I don't think the guys in Germany are building a complete engine, are they?

The site I found, then lost, had some engineering diagrams of the complete engine and I thought some videos of the engine running. Would love to track these folks doown.

Now these guys are in the UK right?


Looks like lots of HP, kind of like the guys we compete with out here in the Hoopa Hill Climb. 220HP buggies with slicks that weight about 1100lbs. If they ever got them to handle around corners .....
 
#7 ·
it's something I would love to build.

billet heads, billet cam housing, twin spark, billet chain chest. base it all around 993 design if possible, using better tensioners, more lubrication, solid rockers. and that's if i'm feeling clever, if I want to do the impossible I would try make something to incorparate the 996 variocam system...

all distant dreams requiring more skill than I possess. :( one day though :D
 
#8 ·
seems a lot of extra work for little gain. when you can get good power with stock stlye heads and efi. if you need more power and can run one why not turbo?
would of thought if you run a cam belt of the nose of the crank you are going to have front bearing problems from the extra load on the end of the crank?
the guys at aichlseder have now moved away from that engine and are running a 2.8 type 4 motor
 
#10 ·
Gains in recent years via new products and continual development have pushed bhp/litre with the traditional flat four engine layout beyond that of the old twin cam rally cross designs.

I appreciate and respect the engineering that goes into the OHC conversions but have greater admiration for those who attain high levels of performance with two valves per cylinder, one camshaft and eight pushrods.

That's the real challenge ;)
 
#13 · (Edited)
I guess it depends at what point you feel a Type 1 is nolonger a Type 1. I believe that fitting overhead cams is one step to far. Hats off to anyone who can do it and make it work, but its not for me. And like John Maher says... it is just as, if not more challenging to make power using the conventional Type 1 format.

A few years ago I read about a company who were making 4 cylinder 911 engine.(I had a quick look on the net and cant find it now) Does that make it a Type 1...not really? Just like a Type 1 with porsche heads and overhead cams isn't realy a Type 1 anymore?

Using after market casings and heads doesn't really deviate far from the conventional format of a Type 1.

Just my opinion ;)
 
#16 ·
you're mostly missing the point, you go racing to beat the opposition, to do that you exploit the boundaries of 'THE REGULATIONS' of whatever class structure your participating in. peters beetle was in against the best
engineers, let alone drivers, in his chosen discipline, and i mean world class, and he'd reached the end of reliable development of the aircooled motors, and you cant "just bolt in a Porsche or Subaru engine", again, 'REGULATIONS' say, in short, o/e block.. no T4, no scats, no wbx, it was pure T1, the loophole was they forgot to tie down the top end,
so Porsche heads appeared on T1 blocks in '84, wbx appeared in '86, all giving some 400 reliable hp, and there's the key word, reliable, all the 'racing heads' are useless at these figures for racing even today , then there were scat split ports or
highly modified t/p heads, all unreliable in low grip, high revs disciplines, then you needed to bolt on a turbo to stay with the xtracs and Quattros, no brainer.
there you have it really, different agenda. all the drag race stuff is for drag racing, it wont pass muster for 80 mins of circuit racing, the average double header meeting, two qualies and two races, and even the rallycross motors only run for about 30 mins. so, to live , and run at the front in a v.w, something a LOT better than anything available today means clever thinking 'out the box' ,so thanks to guys like Trevor chinn, peters engineer , and Geoff thomas at autocavan , beetles slayed giants. were improving, cnc 044s are a big step, but i'll bust 'em, they don't like 10 plus to 1 c/r big cc and high revs for what i want to do to with them, but there o.k for 10secs, or go slow and win nothing...nahh.
 
#19 ·
main reason i went t4 power in my hill climb car and no doubt why porsche went to t4 engine when there went rallycrossing in the early 70's with a 1303.
making a engine last for 10 seconds is a lot differant to making one last for 60 seconds[what i need] and making one last for a 30 minute race or 100 mile rally.
differant power needed for each diseplin as well.
 
#21 ·
fair comment from all, it was the championship winning T4 engined memphis sponsored 1302 of Franz wurz, (father of G.P driver alex ) spanking the works escorts in '73/74, then the porsche powered car of dick reifell winning the euro title again that brought in the stock block rule that gave birth to porsche head conversions, huge turbo power and four wheel drive, the pioneer of that was swedens Lars Nystrom. basically ford did not want to play and threatened to withdraw unless the stock block reg was invoked.
all this was at international level of course ,and im talking beating works cars and factories here with a basic 70 year old base to work with, so you have to be mental to start with, only homologation lapsing brought it to an end, regs' again, tho at club level rallycross Willy Vevers did well with an all T1 motored 1302 with superflows and drysump in the 80s/90s, that class is a no go for aircooled now, you need a minimum of 300to 400 hp in such as lotus elise, latest polo's, corsa, focus, Ka etc. Can it be done?.. yes it can, there is hope but im not saying nowt as they will change the regs and ban me! so its down to the drag boys to push the boundaries for now ,and it never stops developing, the skinne brothers burnout 1/4 low 9 is unfathomable and must use anti lag that i think i heard on the vidio. 8 sec floor pan
soon then guys, keep on trukin'.
 
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