Well Jeremy and I just got back from getting the car tuned on the dyno. The car ran good before but has always been pretty rich. We finally got the car on the dyno and we are sure glad we did. Jason and Chris at VW Paradise were able to get us 10 more horsepower and about 15lbs of torque just through tuning and jetting changes. Those guys are magicians when it comes to VW motors. I thought the car was quick before, I can't wait to see how she does in the washes now. :shock: Anybody want to take some guesses at the numbers the beast laid down? Jeremy will post some pics a little later. Can't wait for the race, should be fun.

here is some pics

What were the numbers? Are you going to tell?

I'm not divulging the info, but, know this. A well built 1600 motor has too much power for a class 11 chassis.

Fair enough. So how much is just right for a class 11? Or at least close.

engine dyno would be between 60-85, wheel would be between 35-55. You lose a lot through the tranny, cvs and big tires with tubes. There you go. I'm still not giving up info though. Just think of this.

stock heads, cam is normally close to an engle 110 in terms of duration. But most 1600 guys run a cam heavily weighted to the intake duration.

10-12:1 compression, stock intake, pic 30 carb (24mm venturi) That's it.

Mike is dead on. Most of the cars are running anywhere between 9.5-12 and even up to 13:1 on the compression. Most if not all of the class 11 guys I know are running race gas.

I say, like Mike from the USSR, that the motor is already way more than the car can handle. Longevity and good torque is what you want out of your motor. Plus if you plan on using your car as a Mexico toy or prerunner on occasion, you'll want to pay attention to the types of fuels that will be available to you.

true that. Don't forget all the machine work you'll need.

Balancing. sand seal, full flow, windage.

Oil squirters are done at RIMCO, some people get gussets on the case where the flange mates to the tranny. And the cylinder seating surfaces get cut to raise compression.

heads get a valvejob, cut for double springs, and welded/plunged for compression with CCing to balance compression pressures.

You can do some, or all of that stuff.

We skipped the gussets, squirters, and kept our compression reasonable since the case was on it's last size on the main. But it runs well. The dual port makes a lot of power considering we only have 10.4:1 compression. But, below 3000rpm the bigger intake volume suffers in throttle response. So, there you go. Put that in your pipe and smoke it.

Our next motor is gonna be full tilt. 12:1 +, new case, maybe squirters, Same cam, I love that cam. I think we'll be getting 55+ at the wheels with that extra compression. It likes to rev. 3000-6000 all day and it's happy.

That is what I wanted to hear. Sounds like next year will be the engine. Just what are "squirters"? I have not heard of these other than on a Miata. They have oil squirters that squirt oil on the underside of the piston to cool it because of the turbo (Japan Enos roadster). The US did not recieve the turbo Miata option. Same thing? Hope to see you at the King 250. 6 laps 33 miles each. I am trying to run it on April 9th. Later.

Yeah. Squirters are oil squirters that cool the piston. Hard to say if they are necessary or make a difference. I think Rimco charges about $140 for them. So, they aren't cheap. But, If you're gonna make 85hp at 6400 rpm out of a 1600cc motor running 13:1 compression air cooled, you need all the help you can get!!!!

I wouldn't do it, you don't need that much power in a class 11. Also, the more peaky you make the power band in search of the extra top end power is not necessarily faster since the car is heavier, and the gear ratios can't be changed. Remember that taking advantage of a narrow powerband requires keeping the engine in that tighter powerband.

We'll get some more compression, but that's just for torque really. I wouldn't wind the motor up anymore that our current cam.