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But a master of none... 😄 Thanks!

@@terrycarter8929 it’s hard to say really…. Even with a gusseted case, I wasn’t planning on going north of 250. I would think one of my gears would give out before the case would.

Sounds Good! Maybe by then I can dial-in my main jets and decide whether to stay with a sedan tranny or go to a bus tranny.

Yeah, for real..... hoping that doesn't happen again. 😆

Yep, and it helps justify being a VW packrat from time to time! Oh, on a side note, I took my queue from you and tried some Super Clean for the first time a week or two back on some of my vw stuff - to say that I'm blown away would be an understatement!

@ it is nice to have a hoard of parts on hand. Sometimes I don’t have what I need and it’s frustrating lol Yes sir, that stuff is the best out there imo. I don’t recommend things I don’t believe in.

Yep…I believe that’s what it was! 😅😂

Thanks for the comment and support! I originally was planning on doing a bit of unshrouding in the combustion chamber, however I decided to not remove anymore combustion chamber material since my compression ratio was spot on where I wanted it...I probably would've went for it and done more (with the intention of correcting comp ratio) if we had a VW competent machinist down the street that could correct it afterwards, but sadly I have a bit of a drive to get to one. I've got some other heads that I plan on porting in the future, so I may experiment with a little bit larger D as you described when I get there. Overall, I believe this porting made a significant difference in the way my buggy performed. Even with the stock valve size, it'll rip down the track pretty good! (see my latest video to see)

hmm... I think I understand what you're saying, but let me ask... so are you saying that at the point of contact with all components (pressure-plate/clutch/flywheel) that you still have 1/4" of space and/or bolt thread still to go before tightened up with the flywheel? If that's what you're saying, that should be perfectly normal & and good thing at that. In other words, as you further tighten everything down, that will actually be the pressure plate in it's "clamped state". In fact, as you tighten those bolts, you should see the diaphragm tighten up and close-up somewhat. It's only when the throw-out bearing engages the pressure plate EVEN FURTHER that all those components are "relaxed" to the point of not contacting the flywheel and allowing the clutch pad to float in between. This is all assuming that you have the correct flywheel and clutch components together - (i.e. 200mm, 130 tooth, 12v flywheel, mated to 200mm clutch.... or 180mm, 109 tooth, 6v flywheel, mated to a 180mm clutch). Hope that helps!

@@johngillespie3409 I’ve also have a little turbo dragster project that I piddle with from time to time that I absolutely plan on running E85 on. This buggy actually wasn’t running too awfully hot….later found out that my throttle linkage came loose giving it the appearance of running hot. That said, I’m open minded about a slightly higher octane for cooling help - this engine is at 9.2:1 compression so I can’t go too high with octane. I ran 110 octane on my other motor and at high rpm it would miss….just not enough compression to efficiently burn it at that rpm.

​@@culturedredneckgarage3784cool on the turbo dragster, sorry on the malfunction. Went to the track as a kid and love drag racing.

I'm Glad It helped you Sir! Thanks for the support!

On off-road or sand, it can definitely be, but on the drag-strip it’s all good.

Yep, all vacuum tubes and you are correct, it has the built-in 45 adapter. This unit is a fine example of what I would consider to be one of the high points of American engineering and manufacturing - quality, beauty, no corners were cut in the process….and it wasn’t built as a throwaway like a lot of todays products. I’m truly blessed to have found it!

@@culturedredneckgarage3784 You restored it perfectly! BRAVO! One of my neighbors had a similar model. I remember it sounded like a dream!

No doubt!....it's definitely one of the benefits to fiddling aircooled stuff. Looking back on it, these weren't to bad to do.

Dang, that's a good drop in time! I knew that the fan was a power robber, but that just proves it. If I ever do an all-out race motor, it will be a fanless one for sure.

​@@culturedredneckgarage3784 One of the engine builders here in the UK ran some dyno tests on a 2110cc motor to see how much power is lost with the fan: 4hp@3000rpm 13hp@5700rpm 18hp@6000rpm 75amp alternator used 1.5hp (55amp would use less) Basically if you're doing 60mph on the freeway with your 40 horse, 10 of those horses are being used to cool it!

Yes, it was a wonderful event! I've gone on a Friday the last two years, but I'm glad I made it as a participant this year. Hate that I missed you, but there's always next year hopefully.

@@jbslittleshop2897 Same here! I’m so glad I got to come and participate in all the NNN greatness! Certainly won’t be the last time either.

@@BareRoseGarage See you next year brother. Take care.

Thanks, brother! I really didn't give ya much, but I'll have more "engine running" material in the future. In fact, I could've gotten TONS of content over the last few weeks on this adventure, but it's just been hit or miss and crazy busy otherwise. The engine feels Great! - I'm sure there will be some fine tuning and experimentation as I drive it more. Overall, I'd take my1904 and IDFs any day over my other 1641 and dual solexs!...both are great either way.

@@culturedredneckgarage3784 it wasn’t much but an update is always better than nothing. I appreciate ya taking the time to let us know how it all came together. I’d say the 1904 is much better than a 1641, plus you have my favorite cam in there and some port work. That’s a great combo you have and it should be a great all around engine for a long time.

That's good to know. After having ran it this past weekend a bit, I don't get the feeling that it was soggy down low, and especially not up on the top end.