2365 Porsche Type IV Edit now 2.599cc edit again now 2650cc

[Glasser]

Point well taken, I will bring this up when we review the build.

[Clatter]

I'll play Devil's Advocate, and offer up that Greg Aronson has built more hot type 4s than all of us on this thread put together - times 100.

If anyone has a way to make a 009 work well for a type 4, he has it.
My guess is that there is a nice OG German 009 involved here, too.
Let's not let the China junk 009s taint all with the same brush..

Like Pile said, this motor will make more beans off idle with a 009 flat spot than a stocker at peak!

Having an annoying flat spot in street traffic is not something to be worrying about, IMHO.

FWIW, the 050 was the Bosch best suited to the type 4 traditionally..

If that were my buggy, I would not be worried about it being annoying to drive at the typical walk/crawl of modern traffic.
My pick would be the big cam, FWIW..

[wreck]

I use a stock type 4 dissy , the engine is 102x71 , 8 to 1 comp with 45mm dells , seems happiest with 32 degrees total ( vacuum hose off). the engine is very smooth . I have used an 02 gauge to get the idle jets correct . going from #68's to #65's caused a hesitation that could easily have be blamed on incorrect advance if I didn't have a gauge showing the lean spike in O2 readings .
Any one else use the stock dissy on performance engines . I'm slowly putting together a high performance 103x78 and am wondering if the stock dissy will have too much advance .

[Type 4 Unleashed]

The 009 is what it is, a cheap dist, it can be made to work to a point. The 019 & 010 are no longer cheap but are a quality option well worth the price. And the benefit of going to a Pertronix even in the 009 is worth the issue of point wear and point bounce.

I've played with all the dist's, and had to use the 009 in the beginning because that's what I had, I recurved it, shortened the advanced to allow more intial but keeping same total, changed springs to allow the total to come in faster, then I found out about the 010 & 019, after I tried an 010 it was like night and day. I even tried an 050 but the curve didn't suit the Type lV. I even picked up the B231040394 which is the 010 upgrade, pretty much same internals as the 010 but switched from the earlier 2 piece points to the later one piece points.

I learned about dist's from playing with my Fords & Chevys, talk about flat spots & pinging, hard starting , I still run the stock vacuum 390 dist in my cougar, I just cut the amount of deg's it can advance, lighter springs and a now 35 year old Mallory Unilite that still works.

[Eddie010]

I use the standard CU transistor vacume distr. no points, good 40.000 volt spark (from a coil espacialy for transistor dist). has advance with springs but also vacume..
I have set it to 32 degr at 3200 rpm s. never misses a beat, engine puls 6500rpms easy.
Type 4 2.0 liter with 40 webers 316 cam 42/36 heads 130HP engine.
Some german tumers (Klaus, Kummetat) use this dist on tuned type 4 engines.
Always wondered why I don t see this option more.

[Piledriver]

I use the standard CU transistor vacume distr. no points, good 40.000 volt spark (from a coil espacialy for transistor dist). has advance with springs but also vacume..
I have set it to 32 degr at 3200 rpm s. never misses a beat, engine puls 6500rpms easy.
Type 4 2.0 liter with 40 webers 316 cam 42/36 heads 130HP engine.
Some german tumers (Klaus, Kummetat) use this dist on tuned type 4 engines.
Always wondered why I don t see this option more.

Somewhat rare parts here, were only used in US market for a year-- maybe two, and Vanagons didn't sell in big numbers here. IIRC US only had one engine choice in any year.

I have one of those early Vanagon hall effect setups, tweaked/recurved and all.
It worked very well.
Electrically ~same as Golf ignition setup of same years.

There are far better choices today.

[Eddie010]

Somewhat rare parts here, were only used in US market for a year-- maybe two, and Vanagons didn't sell in big numbers here. IIRC US only had one engine choice in any year.

Electrically ~same as Golf ignition setup of same years.

There are far better choices today.

Ok didn t know there are not a lot of them in the US.
True, they use the same module and set up as the 80 s golf. We use those parts to convert 050 and 009 to make them a hal effect ignition.

True, there are better choices, but those cost you a lot more.
Just saying there is an (cheap) alternative for a good spark that a lot of people seem to overlook. My 2 cents.

Regards edgar

[Piledriver]

Its a great setup if you want a distributor and can find one.

[Glasser]

Well the freight company just picked up the engine. She is on its way to Fat Performance. Once they get it we will review the build before they start. It's go time!!!!

[Glasser]

Update!!!

CC change again... 2650 cc now. Fat didn't like the 103 mm pistons so we are now with 104 mm. Re used the cylinders but replaced the pistons. have a 78mm crank.

Decided to go with the full on Fat Performance signature build so went with the Porsche style shroud.
Should be on the Dyno Tuesday!!!

[Glasser]

its on the Dyno, Dyno numbers tomorrow...

https://www.facebook.com/HotVWs/videos/ ... 606393126/

[falcor]

Any news?

[Glasser]

YES!!

Wasn't as good as I had hoped but very respectable. 186.91 HP at 5500 rpm.
The torque is crazy! 200.79 ft.lbs. at 4000rpm.

Going to pull like a freight train!

[CobraJet]

Probably could have used a bit of a hotter cam grind being the HP was at that RPM. What cam did you use?

[falcor]

I thought for sure you would break the 200 with such a big engine, sweet torque tho...