Volkswagen air-cooled engine

Volkswagen E-motor
Overview
Manufacturer Volkswagen
Production 1936–2006
Layout
Configuration Flat-4 naturally aspirated petrol engine
Cylinder block alloy Aluminum / magnesium alloy
Cylinder head alloy Aluminum / magnesium alloy
Valvetrain Pushrod OHV
Combustion
Fuel system Mechanical / Carbureted
Fuel type Gasoline
Oil system Wet sump
Cooling system Air-cooled

The Volkswagen air-cooled engine is an air-cooled boxer engine with four horizontally opposed cast-iron cylinders, cast aluminum alloy cylinder heads and pistons, magnesium-alloy crankcase, and forged steel crankshaft and connecting rods.

Variations of the engine were produced by Volkswagen plants worldwide from 1936 until 2006 for use in Volkswagen's own vehicles, notably the Type 1 (Beetle), Type 2 (bus, transporter), Type 3, and Type 4. Additionally, the engines were widely used in industrial, light aircraft and kit car applications.

Type 1: 1.0–1.6 litres

Volkswagen Type 1 engine
Combustion
Fuel system Carburetor
Chronology
Successor Volkswagen Type 4 engine
Volkswagen 1000 engine
Overview
Production 1938–1942
Layout
Displacement 985 cc (60.1 cu in)
Cylinder bore 70 mm (2.76 in)
Piston stroke 64 mm (2.52 in)
Compression ratio 5.8:1
Output
Power output 18 kW (24 PS; 24 bhp) @ 3,000 rpm,
22 kW (30 PS; 30 bhp)
Volkswagen 1100 engine
Overview
Production 1945–1953
Layout
Displacement 1,131 cc (69.0 cu in)
Cylinder bore 75 mm (2.95 in)
Piston stroke 64 mm (2.52 in)
Compression ratio 5.8:1
Output
Power output 18 kW (24 PS; 24 bhp) @ 3,300 rpm,
22 kW (30 PS; 30 bhp)
Specific power 15.9 kW (22 PS; 21 bhp) / L (18kW variant)
Torque output 68 N⋅m (50 lbf⋅ft) @ 2,000 rpm
Volkswagen Typ 1200[1]
Overview
Production 1950–1991
Layout
Displacement 1,192 cc (72.7 cu in)
Cylinder bore 77 mm (3.03 in)
Piston stroke 64 mm (2.52 in)
Compression ratio 7.0:1 – 7.3:1
Combustion
Fuel system Carburettor
Solex 28 PCI or Solex 28 PICT
Fuel type Carburettor fuel
86 RON (7:1 compression ratio)
87 RON (7,3:1 compression ratio)
Output
Power output 22 kW (30 PS; 30 bhp)
25 kW (34 PS; 34 bhp)
27 kW (37 PS; 36 bhp)
30 kW (41 PS; 40 bhp)
Specific power 18.5–21.0 kW (25–29 PS; 25–28 bhp) / L
Torque output depending on engine application, around ~70–80 N·m
Volkswagen 1300 engine
Overview
Production 1966–1995
Volkswagen 1500 engine
Overview
Production 1961–1971
Layout
Displacement 1,493 cc (91.1 cu in)
Cylinder bore 83 mm (3.27 in)
Piston stroke 69 mm (2.72 in)
Output
Power output 1500N: 33 kW (45 PS; 44 bhp),
1500S: 40 kW (54 PS; 54 bhp)
Specific power 22.1–26.8 kW (30–36 PS; 30–36 bhp) / L
Volkswagen Typ 1600[1]
Layout
Displacement 1584 cm3
Cylinder bore 85,5 mm
Piston stroke 69 mm
Compression ratio 7,7:1
Combustion
Fuel system Carburettor
Solex 30 PICT II or Solex 34 PCI
Fuel type Carburettor fuel 90 RON
Output
Power output With governor, 8 % accuracy:
28,7 kW at 3000 min−1
without governor:
30,9 kW at 3000 min−1[2]
Torque output With governor, 8 % accuracy:
98 N·m at 2000 min−1
without governor:
108,9 N·m at 2000 min−1[2]
Dimensions
Dry weight 100 kg

Like the Volkswagen Beetle produced after the war, the first Volkswagen Transporters (bus) used the Volkswagen air-cooled engine, a 1.1 litre, DIN-rated 18 kW (24 PS, 24 bhp), air-cooled four-cylinder "boxer" engine mounted in the rear. The 22-kilowatt (29 PS; 29 bhp) version became standard in 1955, while an unusual early version of the engine which developed 25 kilowatts (34 PS; 34 bhp) debuted exclusively on the Volkswagen Type 2 (T1) in 1959. Any examples that retain that early engine today are true survivors – since the 1959 engine was totally discontinued at the outset, no parts were ever made available.

The second-generation Transporter, the Volkswagen Type 2 (T2) employed a slightly larger version of the engine with 1.6 litres and 35 kilowatts (48 PS; 47 bhp).

A "T2b" Type 2 was introduced by way of gradual change over three years. The 1971 Type 2 featured a new, 1.6-litre engine, now with dual intake ports on each cylinder head, and was DIN-rated at 37 kilowatts (50 PS; 50 bhp).

The Volkswagen Type 3 (saloon/sedan, notch-back, fastback) was initially equipped with a 1.5-litre engine, displacing 1,493 cubic centimetres (91.1 cu in), based on the air-cooled flat-4 found in the Type 1. While the long block remained the same as the Type 1, the engine cooling was redesigned reducing the height of the engine profile, allowing greater cargo volume, and earning the nicknames of "Pancake" or "Suitcase" engine. This engine's displacement would later increase to 1.6 litres.

Originally a single- or dual-carburetor 1.5-litre engine (1500N, 33 kilowatts (45 PS; 44 bhp) or 1500S, 40 kilowatts (54 PS; 54 bhp)), the Type 3 engine received a larger displacement (1.6 litres) and modified in 1968 to include Bosch D-Jetronic electronic fuel injection as an option, making it the first mass-production consumer cars with such a feature (some sports/luxury cars with limited production runs previously had fuel injection).

1000

1100

1200

The 1.2 l engine is called Typ 122 and has a displacement of 1192 cm3.[1] As industrial engine, its rated power is 22,8 kW at 3000 min−1 without a governor, the highest torque 81,4 N·m at 2000 min−1. With a governor set to 8% accuracy, the rated power is 21,33 kW at 3000 min−1, the highest torque is 69,63 N·m at 2000 min−1.[2] For other applications, the power and torque output may vary.

1300

1285cc Single port 1965-1970 Twin port 1971-1975. This engine was an improved version of the early design and had dual oil pressure relief valves and a stronger crankshaft with a longer 69mm stroke. Bore diameter was the same as the 1200 at 77 mm. New cylinder heads were employed with new intake manifold geometry.

1500

1493cc Single port only. 1967–1970 in Euro/US Beetle.

  • 1967–1971 VW Puma. Similar to the 1300 except the bore was increased to 83 mm. The cylinder head was modified slightly with a larger opening in order to accommodate the larger cylinder diameter.

1600

The 1.6 l engine is called Typ 126. It has a displacement of 1584 cm3. Was based on the 1500 with the cylinder bore increased to 85.5 mm. The stroke remained unchanged at 69 mm.

Single port

The 1600 single port was used on the following models:

Twin port

The 1600 dual port was used on the following models:

Type 4: 1.7–2.0 litres

Volkswagen Type 4 engine
Overview
Production 1968–1983
Chronology
Predecessor Volkswagen Type 1 engine
Successor Volkswagen Wasserboxer engine
Volkswagen 1700 engine
Layout
Displacement 1,679 cc (102.5 cu in)
Compression ratio 7.8:1
Output
Power output 76 PS (56 kW) @ 5,000 rpm
Torque output 127 N⋅m (94 lbf⋅ft) @ 3,500 rpm
Volkswagen 1800 engine
Output
Power output 50 kW (68 PS; 67 bhp)
Volkswagen 2000 engine
Overview
Also called Volkswagen Type 4 Engine
Production 1968-1983
Layout
Displacement 2000cc
Cylinder bore 94mm
Piston stroke 71mm
Compression ratio 8:1
Combustion
Fuel system Direct Injection
Output
Power output 52 kW (71 PS; 70 bhp) @ 5500RPM
Torque output 111Nm @ 3000RPM

In 1968, Volkswagen introduced a new vehicle, the Volkswagen Type 4. The model 411, and later the model 412, offered many new features to the Volkswagen lineup. The type 4 came out with a new larger, heavier, stronger and more powerful engine based on the same design as previous Aircooled engines but was physically larger in size and external dimensions. It was called the 1700 and had a 90mm bore with a 66mm stroke (1700cc). Most parts are not interchangeable with earlier engines.

While the VW 412 was discontinued in 1974 when sales dropped, its engine continued as the VW Bus power plant for Volkswagen Type 2s produced from 1972 to 1979: it continued in modified form in the later Vanagon which was air-cooled from 1980 until mid-1983.

1.7 Litre - The Type 4 engine was also used on the Volkswagen version of the Porsche 914. Volkswagen versions originally came with an 80 horsepower (60 kW) fuel-injected 1.7-litre flat-4 engine based on the Volkswagen air-cooled engine. In Europe, the four-cylinder cars were sold as Volkswagen-Porsches, at Volkswagen dealerships; while, in North America all 914's were marketed as Porsches. Porsche referred to their version of the type 4 engine using the litre designation and not cc's (ie: not 1700 like VW). One visual difference is that all Porsche Type 4 engines have the oil dip-stick and oil fill mounted on top of the engine (where the VW Type 2 engine application has the dip-stick mounted on the rear of the engine by way of a long oil fill tube).

2.0 Litre - Porsche discontinued the 914/6 variant in 1972 after production of 3,351 units; its place in the lineup was filled by a variant powered by a new 95 metric horsepower (70 kW; 94 bhp) (USA)/85 metric horsepower (63 kW; 84 bhp)(CA)/100 metric horsepower (74 kW; 99 bhp)(ROW) 2.0-litre fuel-injected version of Volkswagen's Type 4 engine in 1973. This engine used a longer 71mm stroke crankshaft, new rod bearings and new pistons to increase the cylinder bore to 94mm. This revision was designed by Porsche and later also used in the VW Type 2. Porsche 914 production ended in 1976. The 2.0-litre engine continued to be used in the Porsche 912E, which provided an entry-level model until the Porsche 924 was introduced in 1977.

1.8 Litre - For 1974, the 914's 1.7-litre engine was replaced by a 76 metric horsepower (56 kW; 75 bhp) 1.8-litre, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. A cylinder bore increase to 93mm was made to the otherwise unchanged 1.7 litre engine block.

For the Volkswagen Type 2, 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.

This all-new, larger engine is commonly called the Type 4 engine as opposed to the previous Type 1 engine first introduced in the Type 1 Beetle. This engine was called "Type 4" because it was originally designed for the Type 4 (411 and 412) automobiles. There is no "Type 2 engine", because those vehicles did not feature new engine designs when introduced. They used the "Type 1" engine from the Beetle with minor modifications such as rear mount provisions and different cooling shroud arrangements,

In the Type 2, the Volkswagen Type 4 engine was an option from 1972. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in 1973. Both engines displaced 1.7 litres, rated at 66 metric horsepower (49 kW; 65 bhp) with the manual transmission, and 62 metric horsepower (46 kW; 61 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 litres and 68 metric horsepower (50 kW; 67 bhp) in 1974, and again to 2.0 litres and 70 metric horsepower (51 kW; 69 bhp) in 1976. As with all Transporter engines, the focus in development was not on motive power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.

The engine that superseded the Type 4 engine in the late 1983 VW Bus retained Volkswagen Type 1 architecture, yet featured water-cooled cylinder heads and cylinder jackets. The wasserboxer, Volkswagen terminology for a water-cooled, opposed-cylinder (flat or 'boxer engine') was subsequently discontinued in 1992 with the introduction of the Eurovan.

Other applications

Beginning in 1987, Dunn-Right Incorporated of Anderson, South Carolina has made a kit to perform the conversion of a VW engine to a compressor.[5]

Industrial

Volkswagen AG has officially offered these air-cooled boxer engines for use in industrial applications since 1950, lately under its Volkswagen Industrial Motor brand. Available in 18 kilowatts (24 PS; 24 bhp), 22 kilowatts (30 PS; 30 bhp), 25 kilowatts (34 PS; 34 bhp), 31 kilowatts (42 PS; 42 bhp), 33 kilowatts (45 PS; 44 bhp) and 46 kilowatts (63 PS; 62 bhp) outputs, from displacements of 1.2 litres (73 cu in) to 1.8 litres (110 cu in), these Industrial air-cooled engines were officially discontinued in 1991.

Aircraft

AeroConversions AeroVee Engine

The air-cooled opposed four-cylinder Beetle engines have been used for other purposes as well. Limbach Flugmotoren has since 1970 produced more than 6000 certified aircraft engines based on the Beetle engine.[6][7][8][9] Sauer has since 1987 produced certified engines for small airplanes and motorgliders,[10] and is now also producing engines for the ultralight community in Europe.[11][12]

Especially interesting is its use as an experimental aircraft engine. This type of VW engine deployment started separately in Europe and in the US. In Europe this started in France straight after the Second World War using the engine in the Volkswagen Kübelwagen that were abandoned by the thousands in the country side[13] and peaked with the JPX engine.[14] In the US this started in the 1960s when VW Beetle started to show up there.[13] A number of companies still produce aero engines that are Volkswagen Beetle engine derivatives: Limbach, Sauer, Hapi, Revmaster, Great Plains Type 1 Front Drive, Hummel, the AeroConversions AeroVee Engine, and others. Kit planes or plans built experimental aircraft were specifically designed to utilize these engines. The VW air-cooled engine does not require an expensive and often complex gear reduction unit to utilize a propeller at efficient cruise RPM. With its relative low cost and parts availability, many experimental aircraft are designed around the VW engines.[15][16]

Formula V Air Racing uses aircraft designed to get maximum performance out of a VW powered aircraft resulting in race speeds above 160 mph.[17]

Some aircraft that use the VW engine are:

Volkswagen air-cooled engine installed in an Evans VP-1 Volksplane

Half VW

Half Volkswagen engine mounted in a Hummel Bird.

For aircraft use a number of experimenters seeking a small two-cylinder four-stroke engine began cutting Type 1 VW engine blocks in half, creating a two-cylinder, horizontally opposed engine. The resulting engine produces 30 to 38 hp (22 to 28 kW). Plans and kits have been made available for these conversions.[18][19]

One such conversion is the Carr Twin, designed by Dave Carr, introduced in January, 1975, in the Experimental Aircraft Association's Sport Aviation magazine. The design won the John Livingston Award for its outstanding contribution to low cost flying and also was awarded the Stan Dzik Memorial Award for outstanding design.[19]

Other examples include the Total Engine Concepts MM CB-40 and Better Half VW.

Some aircraft that use the Half VW engine are:

References

  1. 1 2 3 Die Betriebsanleitung für den Volkswagen-Industriemotor Typ 122, Typ 126A. Volkswagen AG. Wolfsburg. March 1985. Page 29
  2. 1 2 3 Änderungen nach August 1965. Nachtrag zur Betriebsanleitung des Industriemotors. August 1966
  3. ↑ "Der Käfer – Eine Dokumentation Band 2" by A. Etzold, published by Motorbuch, Stuttgart in 1985 ISBN 3-7168-1613-2
  4. ↑ "Das große Buch der Volkswagen-Typen" by Lothar Boschen, published by Motorbuch, Stuttgart in 1983 ISBN 3-87943-799-8
  5. ↑ "Dunn-Right Incorporated". Dunn-Right Incorporated. n.d. Retrieved 16 January 2010.
  6. ↑ , Limbach L2400
  7. ↑ , Limbach L2000
  8. ↑ , Limbach L1700
  9. ↑ Limbach, Limbach Aero Engines
  10. ↑ Carat motorglider, Carat motorglider.
  11. ↑ Sauer Flugmotorenbau, Sauer Flugmotorenbau.
  12. ↑ Sauer in Groppo Archived 16 April 2014 at the Wayback Machine., Sauer in Groppo.
  13. 1 2 EAA Webinar John Monnett, John Monnett.
  14. ↑ JPX, JPX
  15. ↑ "In North Kitsap, Turning Old Cars Into New Planes". Kitsap Sun. November 29, 2009.
  16. ↑ Great Plans Aircraft Newsletter, Issue 3, 2010.
  17. ↑ Formula V Air Racing
  18. ↑ Millholland, L. E., and Graeme Gibson (November 2002). "The Better Half VW Engine – Engine Detail". Retrieved 26 May 2010.
  19. 1 2 Great Plains Aircraft Supply Co., Inc. (n.d.). "Type 1 - 1/2 VW Conversion Kit, Parts and Plans". Retrieved 14 May 2010.

  • "The Evolution of the Beetle". Exklusively Käfer Kabrioletts. Beetle.Cabriolets.online.fr. Retrieved 16 January 2010.

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