Action Park
08-20-2008, 01:38 AM
Full Name: Kevin ******
Email: pm for contact info
City, State, Zip: Langhorne pa 19047
Shipping: local only
Price: $5500
Description:
93
Brief overview and history: This is an L20B(brilliant orange- well, not so brilliant anymore) '74 VW Beetle that I purchased in July 2002 as a worn out runabout. However, due to various long wait times, it has only been roadgoing for 3-4 years or so. It currently has a built turbo engine based around a factory type 1 with all the bells and whistles to support it. The engine/trans only has a little over 3k miles on it, with 1k being n/a. There is 94.2k on the body. 11 passes down the 1/4. Some mild head damage was incurred early in the year but was promptly fixed. Including labor, parts not used on the car, and parts sold, I have over $30,000 invested in it.
ENGINE (built by Kurt mezger of Vintage Performance- easily one of the best acvw builders in the world, certainly the best on the east coast):
Performance stuff-
-Wiseco 94 mm pistons with cima 1st/3rd and childs & albert z-gap 2nd rings(no total leak garbage here). With stock 69mm stroke, displacement is 1915cc(stock is 1585)
-super secret web camshaft(moderately high lift/short duration- specs revealed to buyer)
-Performance technology v5 cylinder heads based on empi 040 castings. Oval ports, chevy valve springs, larger 40x35.5 valves, inconel exhaust valves for turbo use. Recently repaired. I'll also note that the heads and piston tops were coated with a special turbo coating at the time of build(not sure how effectual that coating remains though).
- 7.5:1 compression ratio
- electromotive hpx crank triggered distributorless ignition system
- speed demon 575cfm 4bbl vacuum secondary carb(will include set of 35 jet sizes and various secondary springs for tuning).
-chassis shop carb intake, custom y-tube intake manifold by kurt, stock end castings port matched to heads.
Turbo setup-
- custom 1 5/8" stainless steel header by kurt mezger with t4 flange. Stainless turbo outlet pipe with o2 bung.
- turbonetics t4 turbo built to my specs by Clay Marshall(now of Kinetic). O-trim exhaust wheel in a .58a/r undivided tangential housing. 40 trim to4e wheel in the .50a/r 2.75 inlet "b" style compressor housing. Journal bearing. Carbon sealed for draw through use. Jgs turbo oil filter
-Jgs tools 40 mm billet wastegate with light spring. Stainless outlet pipe
-Hallman manual pro evo rx boost controller with cabin adjustment. I have the "fun dial" just behind the e-brake handle.
strong stuff & misc-
-case(block for the non dubbers) is a low mile '75 as21 "fuelie" case(strongest factory case), bored, tapped for full oil flow, case savers inserted, shuffle pinned.
-Demello 69mm 6-circle(full-circle) crank. Chevy journals, wedgemated to a 12.5 lb flywheel.
-Clevite main and rod bearings
-eagle 5.325 h-beam rods with 3/8 bolts. 1.96 rod/stroke ratio.
- manton stage III pushrods
-berg 30 mm oil pump
- Custom aluminum 1 1/5 qt breather box by kurt
-numerous stainless braided lines
-4 qt berg oil sump(total oil capacity is ~ 7qts)
-german 10 mm head studs(strongest factory studs)
-HD scat rocker kit. Stock 1.1:1 ratio.
-Full flow oil setup by kurt with k&n filter
-magnum straight cut cam/crank gears
-welded german cooling fan
-external setrab oil cooler w/fan in addition to stock doghouse style cooler
-aeromotive fuel pump and filter with a/n line.. No need for fpr.
clutch- Kennedy stage I(1700Lbs) pressure plate. Black Magic sintered iron disc.
Trans-
Built by Jim Kaforski of Der Transaxle shop.
3.875 ring & pinion(strongest factory r&p with tallest ratio)
3.78 1st/ 2.06 2nd/ 1.48 3rd/ 1.04 4th.
HD 3rd & 4th gear sets, welded syncro hubs, super diff, hd side cover, steel shift forks, strongest factory mainshaft, other little trans stuffs.
Type 2 drive flanges, t2 stub axles, t2 cv's mounted on stock axles.
chassis/ anti wheel hop-
-Both pan halves and heater channels were replaced after my purchase.
-berg mid mount trans brace w/ rubber mounts
-CB urethane rear trans mounts, stock rubber front mount
-custom adjustable traction brace by Kurt
Front end-
-3" narrowed beam, adjustable ride height.
-2.5" dropped spindles with ghia disc brake conversion
-narrowed tie rods
-Whiteline anti-sway bar.
-anti bump steer kit
-2 sets of caster shims(ensures stability at speed)
-carerra 90/10 shocks(transfers weight to rear)
rear end-
-carerra adjustable drag shocks
-saw adjustable spring plate(rear height adj)
-saw 28mm torsion bars
-stock rear drums w/ super duper kymco shoes
tires/wheels-
front- centerline 15x3.5 aluminum(super-light) wheels. nankang 135 series tires
rear-et40 porsche 914 wheels 15x5.5. Yokohama avs db s2 205/65r15 tires. I have the 15x5.5 centerlines for the rear, but the offset puts the tires out too far.
interior-
-stock black seats and carpeting. New seat covers over wolfsburg west horsehair seat padding(no foam junk).
-autometer tach w/ shift light on aluminum mount by Kurt
-autometer boost, oil temp, and oil pressure gauges.
-40% shift throw reduction kit with stock shift lever.
Issues-
-As this is a draw through carb turbo car, there are a few quirks that modern efi turbo setups do'nt face. The main thing is that once the ambient temp drops below 45* or so, it becomes extremely hard to start and might run poorly due to carb icing. This means necessary winter storage. But hey, you wont be breaking parts and there's time for upgrades.
-Again due to the d-t arrangement in connection with the crank trigger ignition, getting it to start takes some time. There is a certain way to start it that I will teach. Once warmed up, however, restarting is cake(and often involves a nifty backfire to scare the passerbys).
-You can basically forget about reverse. Both me and the engine builder are baffled, but the car wheel hops and tries to stall out in reverse. You can go back VERY slowly, but it's actually quicker to push it. Forget about reversing uphill. I've just learned to not park or drive where I need to reverse.
-Passenger rear fender is cracked along the rim.
-Last week it decided to not go past 5 psi(spring pressure) despite bc adjustment. I think the boost controller took a poop(or related issue) as it stays solid at 5 and there's no change in drivability that would indicate a boost leak.
-Needs to be tuned. Easy with the carb. I have all the jets needed and the secondary springs. It's safe right now, but needs a dyno/datalogging to fine tune the curve after the boost issue is fixed. Timing is ok, no need to change.
Driving impressions-
If you're looking for a nice cushy car that you can cruise in at 100 while sipping a coffee, look away. There's no power steering, no power brakes, and no heat. The clutch is actuated by a cable and the trans shifted by a big ol' rod. Turn the key and you're greeted by a loudly whirring fuel pump and the distinct sound of an open exhaust turbo aircooled flat 4. Quite frankly it sounds awesome. There's no annoying bov, just the whistling of the turbo and the descending engine note on shifts. For a small, low compression engine, low end is'nt bad at all. It's definately different from a modern turbo car. For one, throttle response is quite poor. You have to roll on the throttle. Slam your foot to the floor and it falls flat on its face in the upper gears. However, it spools in a respectable time and feels great when it hits. This is an old-school dumpty-dumpty-dum...BOOST!!!! turbo car, not a modern tinker toy turbo I'm pretending to be a larger n/a engine one. You have to be a bit more careful with it. Especially with the 135 front tires. Slam on the brakes and they lock up in a flash. I've done what I've could to make it safe at speed, but any 1775LB dry 34yo econobox with 4-5x factory engine output is a recipe for some fun and interesting moments. Basically, it is the definition of "raw". That being said, it's not incredibly quick. When I first started on the bug, I wanted one capable of 12's and that's what I've got. In retrospect, 10's would have only been a few thousand $'s off. But an overbuilt mild motor is better than an underbuilt wild one, thats for sure. I'm not complaining, it's still one heck of a hoot.
Why u sellin' dawg?-
-At the risk of sounding strange, I have meta-programmed myself out of car enthusiasm. It has become abundantly clear that it is a detriment to my true will and that I must go elsewhere in life. This has been hard as I've been a car and aircooled vw enthusiast since not long after I learned how to walk. I really love the bug and it has provided me with a lot of fun and good times. But it's time for me to evolve as a human which requires its sale. I can only hope that the next owner will share the same respect and dedication for it that I have.
I must apoligize for the pics. I did'nt crop them until later and was too lazy to take better ones. The older engine pics are also annoyingly big, I know. It's also dirty as the pass. window crank broke the other day(I'll have to pick up some new ones) However, if you want a specific pic, I will be more than happy to take it for you. Respond via here or through pm for further info, etc. I will be away this coming weekend, so I will contact the inquisitive back whenever possible. Thank you for your time.
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0498.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0501.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0358.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0357.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0497.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0496.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0500.jpg
93 93/93
Email: pm for contact info
City, State, Zip: Langhorne pa 19047
Shipping: local only
Price: $5500
Description:
93
Brief overview and history: This is an L20B(brilliant orange- well, not so brilliant anymore) '74 VW Beetle that I purchased in July 2002 as a worn out runabout. However, due to various long wait times, it has only been roadgoing for 3-4 years or so. It currently has a built turbo engine based around a factory type 1 with all the bells and whistles to support it. The engine/trans only has a little over 3k miles on it, with 1k being n/a. There is 94.2k on the body. 11 passes down the 1/4. Some mild head damage was incurred early in the year but was promptly fixed. Including labor, parts not used on the car, and parts sold, I have over $30,000 invested in it.
ENGINE (built by Kurt mezger of Vintage Performance- easily one of the best acvw builders in the world, certainly the best on the east coast):
Performance stuff-
-Wiseco 94 mm pistons with cima 1st/3rd and childs & albert z-gap 2nd rings(no total leak garbage here). With stock 69mm stroke, displacement is 1915cc(stock is 1585)
-super secret web camshaft(moderately high lift/short duration- specs revealed to buyer)
-Performance technology v5 cylinder heads based on empi 040 castings. Oval ports, chevy valve springs, larger 40x35.5 valves, inconel exhaust valves for turbo use. Recently repaired. I'll also note that the heads and piston tops were coated with a special turbo coating at the time of build(not sure how effectual that coating remains though).
- 7.5:1 compression ratio
- electromotive hpx crank triggered distributorless ignition system
- speed demon 575cfm 4bbl vacuum secondary carb(will include set of 35 jet sizes and various secondary springs for tuning).
-chassis shop carb intake, custom y-tube intake manifold by kurt, stock end castings port matched to heads.
Turbo setup-
- custom 1 5/8" stainless steel header by kurt mezger with t4 flange. Stainless turbo outlet pipe with o2 bung.
- turbonetics t4 turbo built to my specs by Clay Marshall(now of Kinetic). O-trim exhaust wheel in a .58a/r undivided tangential housing. 40 trim to4e wheel in the .50a/r 2.75 inlet "b" style compressor housing. Journal bearing. Carbon sealed for draw through use. Jgs turbo oil filter
-Jgs tools 40 mm billet wastegate with light spring. Stainless outlet pipe
-Hallman manual pro evo rx boost controller with cabin adjustment. I have the "fun dial" just behind the e-brake handle.
strong stuff & misc-
-case(block for the non dubbers) is a low mile '75 as21 "fuelie" case(strongest factory case), bored, tapped for full oil flow, case savers inserted, shuffle pinned.
-Demello 69mm 6-circle(full-circle) crank. Chevy journals, wedgemated to a 12.5 lb flywheel.
-Clevite main and rod bearings
-eagle 5.325 h-beam rods with 3/8 bolts. 1.96 rod/stroke ratio.
- manton stage III pushrods
-berg 30 mm oil pump
- Custom aluminum 1 1/5 qt breather box by kurt
-numerous stainless braided lines
-4 qt berg oil sump(total oil capacity is ~ 7qts)
-german 10 mm head studs(strongest factory studs)
-HD scat rocker kit. Stock 1.1:1 ratio.
-Full flow oil setup by kurt with k&n filter
-magnum straight cut cam/crank gears
-welded german cooling fan
-external setrab oil cooler w/fan in addition to stock doghouse style cooler
-aeromotive fuel pump and filter with a/n line.. No need for fpr.
clutch- Kennedy stage I(1700Lbs) pressure plate. Black Magic sintered iron disc.
Trans-
Built by Jim Kaforski of Der Transaxle shop.
3.875 ring & pinion(strongest factory r&p with tallest ratio)
3.78 1st/ 2.06 2nd/ 1.48 3rd/ 1.04 4th.
HD 3rd & 4th gear sets, welded syncro hubs, super diff, hd side cover, steel shift forks, strongest factory mainshaft, other little trans stuffs.
Type 2 drive flanges, t2 stub axles, t2 cv's mounted on stock axles.
chassis/ anti wheel hop-
-Both pan halves and heater channels were replaced after my purchase.
-berg mid mount trans brace w/ rubber mounts
-CB urethane rear trans mounts, stock rubber front mount
-custom adjustable traction brace by Kurt
Front end-
-3" narrowed beam, adjustable ride height.
-2.5" dropped spindles with ghia disc brake conversion
-narrowed tie rods
-Whiteline anti-sway bar.
-anti bump steer kit
-2 sets of caster shims(ensures stability at speed)
-carerra 90/10 shocks(transfers weight to rear)
rear end-
-carerra adjustable drag shocks
-saw adjustable spring plate(rear height adj)
-saw 28mm torsion bars
-stock rear drums w/ super duper kymco shoes
tires/wheels-
front- centerline 15x3.5 aluminum(super-light) wheels. nankang 135 series tires
rear-et40 porsche 914 wheels 15x5.5. Yokohama avs db s2 205/65r15 tires. I have the 15x5.5 centerlines for the rear, but the offset puts the tires out too far.
interior-
-stock black seats and carpeting. New seat covers over wolfsburg west horsehair seat padding(no foam junk).
-autometer tach w/ shift light on aluminum mount by Kurt
-autometer boost, oil temp, and oil pressure gauges.
-40% shift throw reduction kit with stock shift lever.
Issues-
-As this is a draw through carb turbo car, there are a few quirks that modern efi turbo setups do'nt face. The main thing is that once the ambient temp drops below 45* or so, it becomes extremely hard to start and might run poorly due to carb icing. This means necessary winter storage. But hey, you wont be breaking parts and there's time for upgrades.
-Again due to the d-t arrangement in connection with the crank trigger ignition, getting it to start takes some time. There is a certain way to start it that I will teach. Once warmed up, however, restarting is cake(and often involves a nifty backfire to scare the passerbys).
-You can basically forget about reverse. Both me and the engine builder are baffled, but the car wheel hops and tries to stall out in reverse. You can go back VERY slowly, but it's actually quicker to push it. Forget about reversing uphill. I've just learned to not park or drive where I need to reverse.
-Passenger rear fender is cracked along the rim.
-Last week it decided to not go past 5 psi(spring pressure) despite bc adjustment. I think the boost controller took a poop(or related issue) as it stays solid at 5 and there's no change in drivability that would indicate a boost leak.
-Needs to be tuned. Easy with the carb. I have all the jets needed and the secondary springs. It's safe right now, but needs a dyno/datalogging to fine tune the curve after the boost issue is fixed. Timing is ok, no need to change.
Driving impressions-
If you're looking for a nice cushy car that you can cruise in at 100 while sipping a coffee, look away. There's no power steering, no power brakes, and no heat. The clutch is actuated by a cable and the trans shifted by a big ol' rod. Turn the key and you're greeted by a loudly whirring fuel pump and the distinct sound of an open exhaust turbo aircooled flat 4. Quite frankly it sounds awesome. There's no annoying bov, just the whistling of the turbo and the descending engine note on shifts. For a small, low compression engine, low end is'nt bad at all. It's definately different from a modern turbo car. For one, throttle response is quite poor. You have to roll on the throttle. Slam your foot to the floor and it falls flat on its face in the upper gears. However, it spools in a respectable time and feels great when it hits. This is an old-school dumpty-dumpty-dum...BOOST!!!! turbo car, not a modern tinker toy turbo I'm pretending to be a larger n/a engine one. You have to be a bit more careful with it. Especially with the 135 front tires. Slam on the brakes and they lock up in a flash. I've done what I've could to make it safe at speed, but any 1775LB dry 34yo econobox with 4-5x factory engine output is a recipe for some fun and interesting moments. Basically, it is the definition of "raw". That being said, it's not incredibly quick. When I first started on the bug, I wanted one capable of 12's and that's what I've got. In retrospect, 10's would have only been a few thousand $'s off. But an overbuilt mild motor is better than an underbuilt wild one, thats for sure. I'm not complaining, it's still one heck of a hoot.
Why u sellin' dawg?-
-At the risk of sounding strange, I have meta-programmed myself out of car enthusiasm. It has become abundantly clear that it is a detriment to my true will and that I must go elsewhere in life. This has been hard as I've been a car and aircooled vw enthusiast since not long after I learned how to walk. I really love the bug and it has provided me with a lot of fun and good times. But it's time for me to evolve as a human which requires its sale. I can only hope that the next owner will share the same respect and dedication for it that I have.
I must apoligize for the pics. I did'nt crop them until later and was too lazy to take better ones. The older engine pics are also annoyingly big, I know. It's also dirty as the pass. window crank broke the other day(I'll have to pick up some new ones) However, if you want a specific pic, I will be more than happy to take it for you. Respond via here or through pm for further info, etc. I will be away this coming weekend, so I will contact the inquisitive back whenever possible. Thank you for your time.
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0498.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0501.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0358.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0357.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0497.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0496.jpg
http://i219.photobucket.com/albums/cc260/bloatedseal/DSCF0500.jpg
93 93/93