Popular Posts ProCharged 7.3L Ford Godzilla Engine Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine 582 cid Big Block Chevy Engine Compound Turbo 5.9L Cummins-Swapped Ford F100 Single Turbo 444 cid 7.3L Powerstroke Engine Connect with us advertise with us
ProCharged 7.3L Ford Godzilla Engine
Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine
582 cid Big Block Chevy Engine
Compound Turbo 5.9L Cummins-Swapped Ford F100
Single Turbo 444 cid 7.3L Powerstroke Engine
Popular Posts ProCharged 7.3L Ford Godzilla Engine Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine 582 cid Big Block Chevy Engine Compound Turbo 5.9L Cummins-Swapped Ford F100 Single Turbo 444 cid 7.3L Powerstroke Engine Connect with us advertise with us
ProCharged 7.3L Ford Godzilla Engine
Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine
582 cid Big Block Chevy Engine
Compound Turbo 5.9L Cummins-Swapped Ford F100
Single Turbo 444 cid 7.3L Powerstroke Engine
Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; 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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding
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Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!
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VWs are essentially the hot rods of the air-cooled world and because of that, there are some big name manufacturers that have been around for many years producing good quality, high-performance VW engine parts – Scat Crankshafts, Engle Cams, CB Performance, AA Performance, Pauter Machine, and Gene Berg – to name a few
As a kid growing up in rainy England, I spent a lot of time with my head stuck in hot rod and Volkswagen magazines and dreamt of the day I would own one or both of my all-time favorite cars – a seriously fast ’67 Cal-Look bug or a ’66 Chevy Nova built for the drag strip.
This dream was fueled by my dad’s friend who owned a classic car restoration shop and had no qualms with me skipping school occasionally to help him out. For a 14-year-old kid living in the UK in the late ‘90s/early ‘00s, the idea of owning and building a Chevy Nova drag car was completely preposterous. Volkswagens on the other hand, were easily accessible and a relatively cheap hobby at that time.
One weekend, my dad brought a shell of a ‘72 bug home and announced we would be restoring it together. Not much restoration was done on my part as I became fully engrossed in building my first air-cooled engine. That 1,641cc motor cemented my passion for engine building, later to become my full-time business and lead me 6,000 miles across the Atlantic to Southern California.
The Volkswagen air-cooled engine comprises of four horizontally opposed cast-iron cylinders (otherwise known as ‘Flat-4’), cast aluminum cylinder heads and pistons, magnesium or aluminum case, and a steel crankshaft and connecting rods. Variations of the engine were produced by Volkswagen plants worldwide from 1936. The most popular being the Type 1. Initially, they had a maximum horsepower of between 24-30 hp, going up to 60 hp in later, higher-cubic-inch models.
Although a lot of fun to drive, such little power doesn’t quite keep up with today’s traffic, so many VW enthusiasts are looking to rebuild or replace their original motor. A few upgrades such as pistons and cylinders to increase engine capacity, aftermarket camshafts, ratio rockers and dual carburetors will bump the power up to around 100 hp.
For those who want to start off fresh with all new off-the-shelf parts and more modern engine building techniques, then upwards of 200 hp can be made with the addition of a stroker crank, aftermarket cylinder heads and a pair of Weber 48 IDA carburetors. Turbo EFI air-cooled motors are also a strong contender and have become the most popular request for me from those wanting 250-500 hp for their street or race car.
There are some great air-cooled VW publications out there which will teach you everything you need to know about assembling an air-cooled engine, though not necessarily building one. The general consensus with air-cooled motors, whether it’s a home hobbyist or a professional shop, tends to be assemble, and if it spins, it’s good to go. This might get you from A to B for some time, but it won’t ensure true longevity of your motor, and it also won’t provide the maximum horsepower that new aftermarket parts and modern build tech will ensure.
There are some big names that have been around for many years that produce good quality, high-performance VW engine parts, such as Scat, Engle Cams, CB Performance, AA Performance, Pauter Machine, and Gene Berg, to name a few.
In the beginning, my most requested motors were for buses. Clients were looking for something that provided good torque for hauling their luggage over the hills in Europe and kept up with the other cars on the motorway. A mild stroker motor with an 82mm stroke crankshaft, Engle FK7 camshaft, 90.5mm cylinders and some better flowing cylinder heads created a nice reliable 2,110cc motor – perfect for that necessary torque needed for heavier buses. Engle are my go-to brand for air-cooled cams, phosphate coated lifters and straight cut timing gears.
VWs are essentially the hot rods of the air-cooled world and a lot of enthusiasts, like myself, want a comparable ‘street car’ build for their VW. When I hit my mid-20s, my dream of owning a Chevy Nova was becoming more realistic. At this point, the costs to build or restore a Volkswagen bug or bus had crept up considerably and I realized that for the same amount of money I would put into a 300 hp air-cooled VW engine, I could get into the 1,000+ hp range with a V8 engine.
Although very different, building both air-cooled and V8 engines has taught me more about the other than I could’ve ever expected. Aftermarket parts are easily accessible for both, although I find, especially with bearings, that VW parts aren’t usually to the same standard of quality control as V8 parts are. One pack of bearings pretty much measures out perfectly for a V8, but I’ll go through about 6-8 packs of bearings for a VW motor before I find 4 bearings within the correct range.
I’ve contacted many of the big bearing companies about the poor measurements and asked about getting some true-to-size bearings made with +0.001˝ & -0.001˝ options so you can really dial in the clearance per application. Unfortunately, as there was never a demand for them, without a big upfront investment, this will never become a reality. This only confirms the lack of measuring and blueprinting that goes on in the majority of air-cooled VW engine shops.
The differences in a well-built and blueprinted engine may not seem important to some, but not checking clearances, finish honing cylinders or setting basic things like rocker geometry can come back to bite anyone or any shop. Sure, the engine will run, but it’s the difference between having 10-20% leak down vs. 1-2% or having under 10 psi of oil pressure vs. having 25-35 psi of oil pressure at hot idle and having worn out valve guides in under 1,000 miles.
Perfecting the cylinder bore surface finish and piston ring selection has become one of my most important aspects of building a motor. Proper surface finish for the application it is being used in minimizes break-in time, makes more horsepower and provides excellent longevity for your engine due to optimum ring seal and better volumetric efficiency.
Normally aspirated set-ups require a ‘smoother’ cylinder bore surface finish, but a turbo engine using a ‘dry’ fuel like E85 will require a ‘rougher’ surface finish to help retain the oil on the cylinder walls. A shop can only dial in these specifications if they have access to a Profilometer and Cylinder honing machine. The same applies to checking bearing clearances and using a rod honing machine to get the big and small end housings to spec. These are examples of standard blueprinting processes for V8s and other engines, but are rarely ever touched upon by most air-cooled engine builders, further igniting my passion for pushing air-cooled engine building techniques into the 21st century.
Along with correct parts selection, a professional shop or the home hobbyist must invest in the correct measuring tools to carry out even the basics of measuring required when building any engine. Plasti-gauge or the ‘if it spins send it’ method, does not cut it. I’m not suggesting that you need to go out and spend $10,000 on measuring tools. There are cheaper, more basic options out there that will do the job, but this is something I see often completely overlooked when people are budgeting for building an engine themselves at home. Of course, if you are a shop and building high-dollar motors all day/every day for customers, then yes, I would say upwards of $20,000 is needed to be spent on measuring equipment alone.
Along with modern build techniques and better parts availability, turbocharged engines have also become very popular in the VW scene. Electronic fuel injection (EFI) air-cooled set-ups have come on leaps and bounds. My engine management of choice is FuelTech, and my ‘base’ turbo engine comes with the FT450 ECU. I’ll use some of CB Performances EFI parts such as their throttle bodies and manifolds, alongside some modern innovations from The Dub Shop, including their crank trigger wheel kits. I use turbo headers from A1 muffler, Garrett turbos with custom made intake piping, custom Fuel Injector Clinic injectors and boost management by Turbosmart.
These types of turbo engines are very popular. They don’t require 400-500 lbs. of valve spring pressure, and in doing so, are much easier on parts, but also make more horsepower. Plus, they are much easier to drive than a highly strung, high compression IDA motor.
My next air-cooled build is a 2,387cc twin-turbo motor for a customer back in the UK, exactly 20 years on from where it all started.
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