Stock engines specs...

Astromic · Post by **Astromic** » Mon Jan 09, 2006 4:06 pm

Hi vw lovers,
does anyone know links or articles sites which have the stock detailed engines specs????
my desired infos is about all the stock T1 1600(AS-AD-AJ-AE-AF-AH-AK), and the T2(CA-AP-CJ)...
i need specific infos about the heads, valves, cam timing and even stock rockers ratios,
i found specs on the cars models thru years only but not specific engine specs...

thanks in advance...

Michael

Post by **Marc** » Mon Jan 09, 2006 6:26 pm

It'd take a while to list every detail for such a range of engines...check out the info at these links and come back for any questions left unanswered. All Type I engines from `65-up use 1.1:1 rockers; cam spec differences within type are insignificant;
http://www.vw-resource.com/years.html
http://type2.com/bartnik/enginecodes.htm

tuna · Post by **tuna** » Tue Jan 10, 2006 5:39 am

For Type 4 based engines, check out this page from my web site:

http://www.tunacan.net/t4/reference/case.htm

Tuna

Astromic · Post by **Astromic** » Tue Jan 10, 2006 1:20 pm

thanks guy,
i need more infos about each case, and if someone know this info about the "AS" engine to be specific bcuz it my first pick and the others i will just take small parts from them like wide valves and stronger heads and other stronger parts, like stronger push-rods and stiffer springs, and that's because i told you i live in egypt and it will be too expencive buying it from outside, so i will have to manage this stuff from other engines, i hope you got what i need guys,...
thanks

Michael

Post by **Marc** » Tue Jan 10, 2006 3:26 pm

We only got the AS in 1974 in the US but it was used for other markets past then - emission controls and compression ratio may not be the same, I don't know...but nearly all basic components will interchange amongst all DP1600 carbureted engines, so you shouldn't have much to worry about. Prior to 1972 all camshafts had flat-faced gears attached with 3 rivets (or bolts, in the case of an aftermarket billet cam). From then on the cam gear was dished with 4 rivets, allowing the use of a larger oil pump that goes deeper into the case. You can't use the late "BK" pump with a 3-rivet cam, although you can use the early "AK" pump with a 4-rivet cam if you press the driveshaft deeper into the gear so it engages the slot in the end of the cam properly. Also you may find that your exhaust valves have 9mm stems if the heads are 043s; the O.D. of the guides would also be larger which means you'll need special adapter guides if you wish to fit 8mm-stem valves.

Astromic · Post by **Astromic** » Wed Jan 11, 2006 3:04 pm

thnx Marc,
i need more info about valves sit sizes and cyl head materials specs and maybe "stock dyno charts"(yea i know it's weired, but helps in some measures)...
thanks

Michael

dstar · Post by **dstar** » Thu Jan 12, 2006 6:08 am

Are you looking for a "recipe" to give you the best engine that you
can build out of entirely stock parts?

Htere is a book called the VW interchange manual.

That should help some, but the BEST resource is EXPERIENCE.

And I would suggest bribing Marc with some M&Ms or his favorite
beverage as he is the most knowledgable about those things
concerning the type I.

Don

Post by **Marc** » Thu Jan 12, 2006 7:38 am

All DP type I & III heads (including 1300DP type I) have 35.5x32 valves except for FI 1600 type I which are 33x30.
I wouldn't obsess over dyno numbers, they're really only going to be meaningful when comparing engines on the same dyno (and on the same day). There are some specs here, for what they're worth:
http://failsure.net/oacdp/wog72/004_m.png
- but the different numbers between 1600DP engines which are essentially identical mechanically can be attributed more to changes in emission controls (and possibly tax regulations) than in the longblock. Some had flat-top pistons that gave a compression ratio of approximately 7.64:1, others came with dished pistons at ~7.3:1 (it's common practice to fit flat-tops during a rebuild, although the dished pistons are still available). There seems to be no direct connection between the published HP/torque specifications and this significant distinction - reason enough to not take them too seriously IMO.