General Volkswagen - Club Vee. Dub. Volkswagen’s G- Supercharger. International Beetles. Adapt, Adopt and Improve. The Beetle – What’s In a Name? VW German Production Plants. You Know What Burns Me Up?
Detailing For Beginners. Photographing Your VWMixed Blessings. Car Of The Century. Under Pressure. Understanding Power and Torque. Sticky Moments With Plastic Sheeting. Measuring Fuel Consumption. VW Car Care – Part 1.
VW Car Care – Part 2. ETKA for VW Parts. What is NSRR? In Memory of Gene Berg. SSSSSSteam Heat. Volkswagen W1. Door Handle Key Change. Buying and Restoring a VWA Volkswagen Factory Tour. Old and New VWs compared.
A Short History of Puma sports cars. Power vs Torque. The 1.
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Volkswagen. Canberra Volkswagen A- ZPhil’s Volkswagen A- ZVolkswagen’s G- Supercharger. By Steve Sagud. May 1. The Frankfurt Motor Show has latterly become a . Volkswagen, today one of the foremost among Germany’s interesting and often ingenious car makers, launched its bid for the technical prize 1. Golf Syncro 4. WD – and something unexpected, an intriguing new way of supercharging. VW is undeniably very bright as carmakers go, yet as a marque it is noticeable for not having a single turbocharged petrol car in its range. For its performance cars it has, since venturing into the hot car class with the Golf GTI, always done the job the classic way with fitting a big enough, powerful enough, healthily breathing, normally aspirated engine.
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That philosophy has been steadfastly followed, even in the latest Golf/Scirocco GTI 1. V where the performance was increased with a ported, free- flowing, better breathing head. For the performance variant, exhaust- driven turbocharging has taken over in so many other cases, not least at Audi with the brilliant quattro. There is so much to be said for the turbo, especially if the engine to be boosted is of 1.
But turbos have some disadvantages, some of which become more significant on road cars, particularly with small engines. In nearly every turbo, lag and the lack of bottom end power spoil response and enforce or encourage wasteful down- changing, or driving in one gear too low. For the engineer, there are the considerable problems of extra under- bonnet heat, more expensive manifolding, a more space- consuming engine, turbo controls, and extra weight.
Turbo engines are not efficient at low speeds, because the full effective compression ratio is not realised. Remember that turbocharging is just another way of supercharging, or forcing induction. There are earlier methods which are well known, and which usually get labelled as .
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Talking of mechanical supercharging is not strictly logical, as exhaust- driven turbines are no less mechanical than gear trains or belts. The Roots type of direct- drive blower, originating before the war and used extensively today in drag racing, has two paddle- like rotors that revolve closely meshing inside a casing. Another type, the vane supercharger, uses radial vanes on a drum turning inside an eccentric casing, the vanes retracting or extending into or out of the drum to allow movement, and create a rotary piston effect. There was a host of other types of compressors, but these two predominated. They worked, but they had their drawbacks.
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Both could be noisy aerodynamically, because of the sharp changes of volume, and sometimes mechanically as well. The Roots type’s efficiency fell off as speed mounted, because of the necessary gap between the rotors themselves and the casing, although mechanically it has less excuse to be unreliable.
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The mechanical side of the vane type was usually its downfall, depending on the lubrication which, if too frugal, affected compressor sealing and, if too liberal, could mean oil in the inlet air, and other mechanical problems. As a general rule, the engine power needed to drive superchargers could become self- defeating. The strength of the turbo is that although it takes engine power to drive it (via the energy of the exhaust gases), it compensates to some extent in the low friction of its rotor bearing, and in the more ideal cases, with a degree of recovery of the exhaust gas heat energy.
It is a combination of the traditional failings of turbos and their particular drawbacks with smaller engines, allied to Volkswagen’s very understandable preference for a wide torque engine, that prompted it to persist with direct- drive blowers. VW worked with both Roots and vane blowers, confirming their good and bad points, which inspired a further look at something which could be as mechanically reliable as a Roots, and effective in pumping as a vane. VW found it in an old idea – the spiral blower. A Frenchman, Leon Creux of Paris, patented the principle in 1. He primarily saw his spiral engine as just that, an engine, driven by an external source of pressurised fluid such as steam. Here the word engine was used in its original sense, for any moving mechanism.
Creux’s idea doesn’t seem to have gone anywhere beyond his original patent, probably because of the difficulty of making some of the parts at the time. It is significant that of the five new patents applied for by VW, one concerns the high- speed milling machine developed to finish the spirals. VW is not the only one to examine the spiral blower. Hitachi of Japan has a spiral- type air conditioning compressor, and others have proposed something similar. But it is Volkswagen who have first applied the idea to a car. And they have done so very thoroughly.
Here’s how it works. Imagine a round cake tin. Cut part of the tin’s side so that it can be pulled away from the round to form a tangential opening into the inside. Cut a strip of, say, aluminium sheet, wide enough to just fit inside the cake tin, and long enough to be wound into 1. Cut a small hole in the centre.
Make another slightly smaller spiral, which can be placed inside the cake tin’s spiral, and fix it by one side to the Perspex lid. Now put the Perspex disk on the open side of the cake tin, so that the one spiral fits inside the other, and the disk rests on the tin, covering the open side and sealing the edge. Arrange the spirals so they just touch each other at their outer ends, and also about 9. To make this work as a mover of air, the lesser spiral of the Perspex disk – the moving part – has to be moved eccentrically without turning. It’s the same movement as placing your open hand down on the table, and moving your hand in a small circle.
Your hand moves in a circle, but it doesn’t rotate. This causes the two points of contact between the two spirals, and the air space between them, to move around the fixed spiral (the cake tin one). When the air enclosed is moved to the centre, it is forced out of the hole, having passed from the outer opening to the middle. VW makes this weird- sounding contraption into smooth reality by using precision die- castings, aluminium alloy for the fixed portion and magnesium alloy for the moving spiral, and multiplying by a factor of four. This is done by having what you might call a two- start thread – two spirals within each other on both the fixed and moving components, and also having a second .
Each of these bearings sits on its own counterbalanced crankshaft, with the two shafts running at the same speed, linked by a cogged belt. The bigger central shaft is twin vee- belt driven off the nose of the engine crankshaft, geared up at 1. Since the coefficient of expansion of magnesium and aluminium alloys are not too different, and since there is no great rubbing speed between the two spirals, if they are made accurately enough, they can be run very close at their contact points. The air seal here will tend to be good anyway, because of the long, tapering down gap between the spirals. To minimise the air escaping at the sides, the displacer spirals have grooves in their sides carrying un- lubricated bronze- teflon sealing strips backed by a 0. Seal life is likely to be prolonged by the low rubbing speeds, not more than 9. VW calls its spiral supercharger the G- Lader.
Top. International Beetles. By Rod Young. May 1. Specifications of cars vary, depending on the wishes and requirements of customers in different markets, and also depending on local car design regulations.
What this means for us is that, wherever you go in the world, you will find Beetles with some very interesting bits that you don’t find at home. We all know that in countries where VW factories were located, the local product differed substantially from the Wolfsburg variety.
You only have to look at Beetle Wreckers’ 1. Brazilian Beetle to realise that, but German- built VWs also had some diverse parts fitted for various markets that you can find on cars when you travel.
Most of the differences are found on Beetles produced for the US market, due to its stringent safety and exhaust emission laws. I will not concentrate on US vehicles in this article, as it’s a whole story in itself.
Let’s look at some other countries. Cars destined for countries with rough road conditions (including Australia) could be ordered with front axle stiffeners and stiffer rear torsion bars. Quite a few markets received low- compression pistons with a dished crown to cope with low- octane fuel. On some markets, cars were available with all normally chromed pieces painted black, and that’s not just on VW 1. If you want black door handles and blinker housings, as well as windscreen rubbers without a chrome strip, get them off a 1.
Beetle. In 1. 96. Beetles sold in Australia and Italy had small, yellow- blinker taillights that were halfway in size between the pre- 1. Beetles in Australia and Japan had a charcoal canister and throttle dashpot, and Japanese Beetles had fuel injection and exhaust gas recirculation.
Beetles for the Austrian market had a relay that turns on the number plate light whenever the headlight flashers are used. Italian Beetles had a catch for the front seat back, a parking light warning lamp in the speedo and special front blinker housings with a white lens at the front and an amber lens at the side in a little window.
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