There are several schools of thought when rebuilding a motor. Two main categories are to keep it stock or to modify for higher performance. Within these two categories, an unlimited number of options present themselves. For example, you can have a stock motor that is period correct with NOS parts or OEM parts or replacement parts. This would all depend on availability and condition of parts. In addition, you can also build a factory correct and stock motor but, from a different production year. Performance wise, you have even more options, vintage performance, cal-custom performance, modern performance, a Type 4 transplant, or even a Porsche transplant. Your options are unlimited, especially if you have one of those gigantic wallets filled with wads of cash.
The key to remember though, is buy the best that you can and take your time. As Gene Berg once said, “pay once, cry once”. I cannot stress the magnitude of these words. The Volkswagen and Porsche world are flooded with parts manufacturers who make excellent products which are equal if not better than originals and those who make excellent paperweights. In addition, buy from reputable distributors and work with reputable shops. You can always check the forums in The Samba for recommendations on both. NOS parts when available are great, however realize that these items have been sitting around for decades, so depending on the part make sure you inspect and clean it prior to installation.
When I purchased Puddy, the motor was the original in stock condition, but looked and ran just a little tired which of course led to a rebuild. Now, my intent is to preserve this car to as original condition as possible, however I also plan for the car to be driven. Not only to the corner grocery store or local show, but to destinations across several states or even countries. Bearing that in mind, I chose to rebuild the motor with some minor upgrades that would increase reliability and performance however keep the stock appearance. Some would argue such upgrades, but given today’s speed limits (or lack their of) and availability of replacement parts, minor changes won’t hurt. The original specifications for this motor consist of an 83mm bore and 69mm stroke for a total of 1493cc (1500cc). Carburetion comes from twin Solex PDSIT carburetors atop single ported 1500cc heads, and ignition from a Bosch ZV/JCU4R3 vacuum advance distributor.
My changes to the motor were minor and were meant to improve power and reliability. The new specifications for this motor are 85.5mm bore and 69mm stroke with a counterweighted crankshaft for a total of 1584cc (1600cc). Ignition and carburetion remained the same; however the heads were replaced with single port 1600cc heads. Volkswagen redesigned the castings to improve air flow by increasing the cooling fin area around the top of the head. I also had the flywheel, crankshaft, fan, and pulley assembly fully balanced. The last item was the addition of a Gene Berg 1.5 qt thin sump. Oil pressure and temperature gauge senders were also added to monitor engine vitals. I had Jerry and the boys at Northwest Connecting Rod Service handle all the cleaning, inspection, and assembly of the long-block. As usual, their work was top notch. I’m happy to report that the motor runs quiet, smooth, and has plenty of power for those long highway trips and with the exception of the oil sump, looks relatively stock.
A few items still require attention including some of the hardware which need re-plating, the generator which is a temporary, the coil, and the exhaust system which is from a later model. All in due time of course.
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