"Update as of Nov 3, 2025"

• Built by Professional Race Engine Shops partnership of VintageFlat4

• New or Highly Modified German Engine Case w/ all new bearings. If original German Case is used then All Oil Galleys Opened & Tapped.
• Dynamically Balanced Internal Rotation Assembly
• Balanced Connecting Rods & Pistons.
• New Chrome-Moly:  Stroker C/W Crank, Rods w/ ARP Bolts, Ratio Rockers, Pushrods, Lightened or Dual Weigh Flywheel & Gland Nut.
• New:  Big Bore P/C Set, Big Valve Heads, Ported, Custom Cam & Lifters, Billet Straight Cut Gears, Billet Valve Covers, HD 26mm Oil Pump, Full Flowed, External Oil Filter w/ mount, 1-1/2 Quart Sump,, Dual Carb System (jetted for size & application), HEI ignition system or vintage distributor (ie. Porsche 356 style) , Welded & Balanced Cooling Fan, Alternator, Serpentine or V Belt Aluminum System, Full Engine Doghouse Tin, Fuel Pressure Regulator & Gauge, and much more.  
• Engine Stand break-in period min 40mins. Then tuned to application. Dyno tuned per request w/ additional costs.

• Long Block Starting Price $5,975.00 w/ Rebuild-able core exchange on a dual Relief Case. ($650 additional charge if no rebuild-able core is supplied, but will get a new Alum Case)

• Turn Key Starting Price $7,875.00 w/ Rebuild-able core exchange on a dual Relief Case. ($975 additional charge if no rebuild-able core is supplied, but will get a new Alum Case)

• NOTE: "Platinum Edition Turn Key Engines" ready for installation per application w/o exhaust system. Additional parts available per request.
• Warranty details see full PDF at bottom of this page.  Extended Warranty for a completely new case engine build on the Turn Key Platinum Build @ 12months at NO ADDITIONAL COST.
• Prices & detailed line items subject to change due to customers existing parts, application, location and cost / availability of parts. Engine pics used as reference examples. 
• Upgraded New Magnesium Case available for additional $325 due to machine work needed.

• Built by Dale Hansen - Owner of VintageFlat4

• Highly Modified German/Mexico Engine Case from Customer w/ all new bearings. All Oil Galleys Opened & Tapped.
• New Aluminum Super Case for no Core customers.
• Balanced Connecting Rods & Pistons.
• New:  Stroker C/W Crank, I Beam CM Rods, Custom Cam & Lifters, Ratio or 1to1 Solid Shaft Rockers w/ swivel feet & valve lash caps, Big Bore P/C Set, Pushrods, HD 26mm Oil Pump, Lightened or Dual Weigh Flywheel & HD Gland Nut.
• New: Billet or Stainless Steel Valve Covers, Full Flowed, External Oil Filter w/ mount,  1-1/2 Quart Sump,  Dual Carb & Single Carb (2 Barrel) System (jetted for size & application), HEI ignition system or vintage distributor (ie. Porsche 356 style), Doghouse Cooler, Alternator, V Belt Aluminum & HD Steel System and much more.
• Rebuilt & Modified (per application):  Cylinder Heads w/ New Valve Guides, Stainless Steel Valves,  Multi-Angled Cut Valve Seats, Dual or HD Single Springs & CM Retainers, Mildly Ported & Match Ported to Intake System. Painted or new Chrome Dog House Cooling Tin, and much more.  
• Engine Stand break-in period min 40mins. Then tuned to application. Dyno tuned per request w/ additional costs.

• Long Block Starting Price $4,475 w/  Rebuild-able core exchange on a dual Relief Case/ Crank/ Rods/ Heads/ Rockers & Push Rods/ Distributor & Gear. ($650 additional charge if no rebuild-able core is supplied, but will get a new Alum Case)

• Turn Key Starting Price $5,875.00 w/ Rebuild-able core exchange on a dual Relief Case/ Crank/ Rods/ Heads/ Rockers & Push Rods/Distributor & Gear/ Engine Tin/ Generator or Alternator & Stand. ($975 additional charge if no rebuild-able core is supplied, but will get a new Alum Case)

• NOTE: "Premium Edition Turn Key Engines" ready for installation per application w/o exhaust system or clutch. Additional parts available per request.
• Warranty details see full PDF at bottom of this page.
• Prices  & detailed line items subject to change due to customers existing parts, application, location and cost / availability of parts. Engine pics used as reference examples.
• Upgraded New Magnesium Case available for additional $325 due to machine work needed.

• Built by Dale Hansen - Owner of VintageFlat4

• Modified German/Mexico/Brazil   Engine Case w/ all new bearings. All Oil Galleys Opened & Tapped.
• New or Rebuilt: Crank, Rods, Custom Cam & Lifters, Rebuilt Shaft Rockers w/ swivel feet, Small or Big Bore P/C Set, Pushrods, HD 26mm Oil Pump, Flywheel & Gland Nut.
• New or Rebuilt: Valve Covers, Full Flowed ready or Oil Filter HD Pump Cover,  Dual Carbs  .. or .. Single Carb (1 or 2 Barrel) System (jetted for size & application),  distributor w/ New Spark Plug Wires & Coil, Doghouse Cooler, Alternator or Generator,  and much more.
• Rebuilt & Modified (per application):  Cylinder Heads w/ New Exhaust Valves, Multi-Angled Cut Valve Seats, HD Single Springs & CM Retainers, Mildly Ported & Match Ported to Intake System.. Painted or new OPTIONAL Chrome Dog House Cooling Tin, and much more.  
• Engine Stand break-in period min 40mins. Then tuned to application. Dyno tuned per request w/ additional costs.

• Long Block Starting Price $2,375-$2,775 w/ Rebuild-able core exchange on a dual Relief Case/ Crank/ Rods/ Heads/ Rockers & Push Rods/ Distributor & Gear.($650 additional charge if no rebuild-able core is supplied, when rebuild-able core are in-stock)

• Turn Key Starting Price $3,875 w/ Rebuild-able  core exchange on a dual Relief Case/ Crank/ Rods/ Heads/ Rockers & Push Rods/ Distributor & Gear/ Engine Tin/ Generator or Alternator & Stand. ($975 additional charge if no rebuild-able core is supplied, when rebuild-able core are in-stock)

• NOTE:  "Basic High Performance Edition Turn Key Engines" ready for installation per application w/o exhaust system or clutch. Additional parts available per request.
• Warranty details see full PDF at bottom of this page.
• Prices  & detailed line items subject to change due to customers existing parts, application, location and cost / availability of parts.  Engine pics used as reference examples. 

•  Engine case machining with Full Flow, Oil Galley Drill and Tap ensures proper oil return for Full Flow Oiling—whether from your filter or cooler—while also providing access to clean oil galleys, where dirt and metal debris can accumulate and restrict vital oil flow. Most meticulous builders will choose to drill and tap all galleys for a thorough cleaning using a rifle brush.

•  Full Flow with ALL Galleys is the ONLY WAY to rebuild a VW/Porsche Aircooled Engine Case.

• Anything less, is not completely rebuilt, more of a used motor, IMO per Owner Dale Hansen

•  Three angles on the valve seat where it hits the valve. Usually the seat angle is 45 or 46 degrees and then there is a 15 degree above it and a 60 0r 75 degree below to narrow the seat for better performance.
•   A stock valve seat with a single 45-degree cut features sharp edges just above and below the seating surface. When the valve begins to open and air moves past it, these abrupt angle changes disrupt airflow, causing turbulence that slows air velocity and reduces overall flow efficiency. 
•  This abrupt angle can also cause air/fuel separation, disrupting the mixture. To counter this, additional cuts—a secondary angle above the primary seat and a third below—help smooth airflow. That’s why a traditional 30-45-60 degree three-angle valve job enhances performance over a stock valve job. The extra angles guide the air as it changes direction, minimizing turbulence and boosting air velocity and flow. This also reduces air/fuel separation, leading to improved combustion efficiency 

•  No matter if you're building a modestly tuned 1600cc daily driver or a full-race 2387cc street and strip monster, the cylinder heads are a critical component. Consider this: a meticulously crafted 1914cc engine can outperform a larger 2332cc engine, and it’s often all about the heads. One of the key rules in high-performance engine building is remembering that the true horsepower & efficiencies lies in the cylinder heads. 
•  Outstanding cylinder head performance isn't achieved by port work alone. The key elements are those parts of the head that maximize airflow—where the air moves the fastest, in the largest volume, and for the longest duration. This includes the bowl area, the precision of the valve job, the throat diameter, and the design of the combustion chamber. Each of these components plays a crucial role in enhancing performance by ensuring optimal air and fuel flow for efficient combustion. 

 This  style of engine combinations will make a great touring or highway cruiser motor for either an early model VW Bus, early & late model Beetle, or Porsche 356 / 912, offering a great balance of power, efficiency, and reliability. It’s not an all-out performance engine, but it’s built for comfort, ease of maintenance, and long-term durability on the road. Whether you’re hauling gear in a bus or cruising in a beetle, it should offer plenty of smooth, consistent power for all your road trips. 

• Reliability & Durability: This engine is designed to run reliably for long distances without getting too stressed. The combination of the mild cam, strong rod and piston setup, and careful attention to oil and cooling will ensure it performs well for years, whether you're daily driving, cruising around town or touring to the next adventurer.
   
• Power Delivery: Expect a nice, smooth torque curve. The low lift cam and well-balanced components make it ideal for cruising on highways, especially for longer trips. It won’t be a high-revving screamer, but it will provide enough punch to handle inclines, acceleration, and passing without needing to floor it or make frequent gear changes.
   
• Fuel Economy: With the low compression ratio and efficient carburetor setup, you should get respectable fuel economy on the highway. It’s all about cruising at a steady RPM without stressing the engine too much.
   
• Heat Management: The doghouse oil cooler, extra oil capacity sump and type3 cooling tins, will help keep oil temperatures under control, even on long trips or in warmer climates, which is vital for keeping the engine running efficiently and reducing wear over time.

1. Smoother Idle:
   A heavier flywheel helps maintain a stable idle by providing more rotational mass. This makes it easier to keep the engine running smoothly at lower RPMs, which is perfect for long highway cruises or city driving.
    
2. Better Low-End Torque:
   The added weight improves low-end torque, which can make driving easier, especially in a VW Bus that’s heavier than a Beetle. When you’re cruising at lower RPMs on the highway or in traffic, a heavier flywheel prevents the engine from stalling or feeling jerky when accelerating from a stop.
    
3. Better Engine Efficiency at Highway Speeds:
   A heavy flywheel reduces the effort needed to maintain cruising speeds, which is key for touring or long highway trips. The weight stores more energy during acceleration, so the engine doesn’t have to work as hard to maintain highway speeds, reducing overall strain on the engine.
    
4. More Drivable in Traffic or Stop-and-Go Conditions:
   The heavier mass helps maintain smoother power delivery during low-speed driving, making it less tiring to drive in stop-and-go traffic or on winding roads.

Touring Edition Starting Price:  

Turn Key $5,975.00 

{based on an upright Type1 engine}

w/ Rebuild-able core exchanges on a dual Relief Case/ Crank/ Rods/ Heads/ Rockers & Push Rods/Distributor & Gear/ Engine Tin/ Generator or Alternator & Stand. ($975 additional charge if no rebuild-able core is supplied, but will get a new Alum Case)

• NOTE: "Touring Edition" Turn Key Engines" ready for installation per application w/o exhaust system or clutch. Additional parts available per request.
• Warranty details see full PDF at bottom of this page.
• Prices  & detailed line items subject to change due to customers existing parts, application, location and cost / availability of parts. Engine pics used as reference examples.
• Upgraded New Magnesium Case available for additional $325 due to machine work needed.

• Crankshaft (76mm - 78mm):
  The 76mm or 78mm counterweight crankshafts are ideal for  a Touring-Edition  application. This setup provides a nice balance between stroke and RPM range, offering good low-end torque without over-stressing the engine at cruising speeds. For a VW bus, which often carries more weight, or a Porsche 356 / 912 highway cruiser, this stroke will ensure reliable performance at 60-75 mph on the freeway, without needing to rev too high.  NOTE: Trans gearing & tire size need s to be updated to match engine torque for desired hwy speed.
   
• Pistons (90.5mm "B" with Stronger Housing):
  Upgrading to the 90.5mm "B" pistons is a smart choice for a touring engine. This gives it a 1955cc to 2007cc displacement, which is plenty of power for highway cruising while keeping it reliable. The stronger piston housing ensures durability, especially in a heavy vehicle like the VW bus, where the engine will be under more load for longer periods of time.
   
• Rods (Chromoly 5.5” I-Beam):
  The 5.5” Chromoly I-beam rods are a great addition. The increased length and strength of these rods make them ideal for a touring setup, as they reduce the stress on the pistons and crankshaft at higher cruising RPMs. They also contribute to the engine’s ability to run smoothly and reliably over long distances, reducing the risk of fatigue and failure over time.
   
• Heads (40x35.5mm):
  Ported and cleaned-up 40x35.5mm heads are perfect for this kind of build. Keeping the airflow manageable at a high velocity to maintain good low and mid-range torque, which is crucial for a touring motor. At cruising speeds, you won’t need high RPMs, so the heads are optimized to support a smooth power-band. Light porting and a careful cleanup will help maintain a balance of airflow without sacrificing engine longevity.
   
• Mild Cam (Low Lift):
  The mild cam with low lift and a purpose-driven duration will work perfectly with your setup. A cam with lower lift will not only help maintain smooth idling and efficiency, but it will also improve throttle response at lower RPMs, which is essential for cruising at steady highway speeds. This cam will deliver a nice torque curve, ensuring you can accelerate smoothly without having to downshift too much on the highway. Helps the lifter bores with less pressure and the lift at the rockers.
   
• Valve-train (Ratio Rockers, Solid Shafts, Chromoly Pushrods):
  The ratio rockers will give you a slight performance boost, making the engine feel more responsive without being too aggressive. Solid shafts and chromoly pushrods are essential for keeping the valvetrain solid and free from flex, especially in a heavy vehicle that will see a lot of miles at sustained RPMs. These upgrades help ensure that your engine stays stable and reliable during long-haul drives. Takes the pressure off the cam, places on the rockers with easy valve adjustment at the pushrods with an Allen tool.
   
• Single Carburetor (EGas 38mm  or 40/44mm IDF Dual Barrel):
  The single dual-barrel carb is a solid choice for this build, providing enough fuel to match the engine's needs without overfeeding. With this setup, you’ll have good throttle response and decent fuel economy, both crucial for a touring motor. It’ll allow the engine to run efficiently while cruising and make sure you’re not consuming excessive fuel at highway speeds.

• Oil System (Oil Filter in Pump, Extra Sump, Doghouse Cooler):
  The oil filter just outside the pump is a smart move for keeping the oil clean and free from contaminants, especially when driving long distances.  Both built-in the pump or leaving the case to an external filter or even additional oil coolers.  Then the extra sump increases oil capacity, which is important for preventing overheating, especially on long climbs or extended highway runs. The doghouse cooler will help keep the engine temperature in check, reducing the chance of overheating on warm days or in mountainous areas. This setup will help your engine maintain healthy oil pressure, ensuring longevity during long tours.
   
• Compression Ratio (8.0:1):
  With an 8.0:1 compression ratio, you're aiming for a motor that can run efficiently on regular pump gas while keeping detonation at bay. This compression ratio is ideal for a touring motor, providing a good balance of power and reliability without putting too much strain on the engine. At cruising speeds, this compression will give you good fuel economy and smooth power delivery.

• Pat Downs Performance Shock Wave HEI Ignition System:
   

The new Shockwave distributor connects  directly to the ignition coil producing 40kv of ignition power. All In  One ignition system including one high output HE/ ignition coil and one  set of High Performance 8mm ultra low resistance silicone spark plug  wires.

• Includes both straight and 90 degree coil wire ends
• OEM style plug wire air seals for ease of installation and improved sealing
• Dry coil design for increased dwell potential. Easy to view laser  etched positive and negative terminals. HE/ coil lead end for precise  connection
• High output ignition module design offering improved dwell for increased spark output
• One piece CNC billet housing
• CNC machined stator assembly for precise Ignition timing on all cylinders
• Plug and Play ignition module that does not require external ignition boxes
• "T" style brass rotor tip offering increased spark advance and retard cabability
• Adjustable advance system by the use of springs for rate of advance and bushings for total advance
• Viton upper shaft seal
• Advance lock out capability

Exactly! You’ve hit the nail on the head. Dual 40mm carbs are a significant upgrade in terms of performance, but they do require commitment—both in tuning and regular maintenance. If you’re willing to invest the time into learning the nuances of carb synchronization, jetting, and ongoing maintenance, the payoff in terms of responsiveness and power delivery is definitely worth it.

However, for someone who prefers a more straightforward, low-maintenance solution with fewer adjustments over time, the single center-mounted dual barrel carb is absolutely the easier route. Here's a quick comparison of the two options:

• Performance Gains:
  • Increased horsepower, especially in the mid-to-high RPM range.
     
  • Better throttle response, making acceleration snappy and smooth, especially on inclines or overtaking.
     
  • More top-end power—perfect for highway cruising.
     
• Maintenance & Tuning Requirements:
  • Tuning: Needs careful jetting and carb synchronization to ensure smooth running across the entire RPM range.
     
  • Idle Jets: Regular cleaning of idle jets to prevent clogging, especially if the engine sits for a while.
     
  • Linkage: Proper throttle linkage adjustments are needed to ensure both carbs open simultaneously, avoiding hesitation or poor response.
     
  • Time: More time under the engine cover to dial in and maintain the carbs, including balancing and syncing.

•  Limited Space for Installation and Serviceability:  The most obvious disadvantage is the tight space on each side of the engine bay. The VW air-cooled engine is compact, and fitting dual carbs requires careful arrangement. In some cases, the carburetors may not fit easily without modifications to the engine compartment or the use of specialized manifolds.  Or adding in dual carbs cut-out windows in to the wheel well area.
   
• Overall Experience:
  • Rewarding if you enjoy tweaking and maintaining your engine for maximum performance. The engine will be responsive, with excellent acceleration and highway power.
     
  • Commitment: If you're after the absolute best in throttle response and power, and you're ready to invest time into maintenance, this is the way to go.
     

• Performance:
  • While not as high-performing as dual carbs, the single dual barrel carbs provides a good balance between power and fuel efficiency for a street-friendly, reliable build.
     
  • Improved throttle response compared to a single stock carb, though not quite as snappy as dual carbs. The 38mm is still a solid performer for a 2007cc engine or similar mild touring setups.
     
  • Easier power delivery for everyday driving, without worrying about synchronization or balancing.

• Better in cold climates due to choke on the EGAS 38mm Carb w/ heat risers.
   
• Maintenance & Tuning:
  • Simplicity: Only a single carb to tune, making it significantly easier to adjust and maintain.
     
  • Fewer Components: No need to worry about syncing two carbs, adjusting complex linkages, or regular carb cleaning as frequently.
     
  • Less Time Under the Engine Cover: After initial tuning, the single carb requires much less attention over time compared to dual carbs.
     
• Overall Experience:
  • Great for reliability and everyday driving.
     
  • If you're looking for more time behind the wheel than under the engine cover, the  single carb  system is the way to go. It's also the ideal option for those who want consistent performance without the need for constant adjustments.
     

• Dual 40mm Carbs:
  Great if you're aiming for more performance (better throttle response, more top-end power, snappy acceleration) and you're okay with the maintenance commitment. This setup rewards your time spent tuning and keeping the carbs in check, especially if you're looking for an exciting, high-performance driving experience.
   
• Single EGas 38mm or 40mm/44mm IDF Carb:
  If you're more about reliable, low-maintenance cruising with fewer adjustments, then the single carb is the way to go. It will give you great drivability and improved throttle response with much less effort when it comes to tuning and maintaining. It’s the simpler, more straightforward option for those who want to enjoy driving without constantly having to tweak the carbs.
   

If you're leaning towards a less maintenance-heavy build and prefer an easier, more user-friendly experience, the single center mount  carb is definitely the better choice. But, if you’re feeling adventurous and want to dive into the world of carb tuning with the goal of maximum performance, then dual carbs will be incredibly rewarding once dialed in.

Which direction are you leaning towards—performance and tuning with duals, or a smoother, more straightforward single-carb setup?

1955cc - 2007cc Touring Engine 

*ESTIMATED ONLY

Single (dual-barrel) Carb 118hp / 136lbs

Dual 40mm Carbs 135hp / 142lbs torque

 This  style of engine combinations will make a great touring or just around town engines

• Reliability & Durability: This engine is designed to run reliably for around town or soulful country road Sunday drives, without getting too stressed. The combination of the mild cam, stock rod and piston setup, and careful attention to oil and cooling will ensure it performs well for years, whether you're daily driving, cruising around town or slowly touring to the next adventurer.
   
• 
  

 The Beetle’s Engine (1938–1971)

When the Volkswagen Beetle first rolled onto the world stage in 1938, its engine was as unassuming as the car itself. A small 1131cc flat‑four, producing just 25 horsepower, it was never meant to thrill. Instead, it was designed to endure—air‑cooled, rear‑mounted, and simple enough to be repaired by anyone with a wrench and patience.

As postwar Europe rebuilt, so too did Volkswagen. By 1954, the Beetle’s engine had grown to 1192cc and 30 horsepower. It was a modest increase, but for drivers, it meant the difference between struggling up hills and cresting them with confidence. The Beetle was no longer just a survivor of wartime design—it was becoming a true companion for everyday life.

Through the early 1960s, engineers refined the same 1192cc block, coaxing out 34 horsepower. The changes were subtle—better carburetion, improved ignition—but they made the Beetle smoother, more reliable, and ready for export. By then, the little car was finding homes across continents, from the streets of California to the backroads of South America.

In 1966, the Beetle took a decisive step forward. The engine swelled to 1285cc, delivering 40 horsepower. For the first time, the Beetle could hold its own on highways, no longer confined to the slow lane. It was still humble, but it was growing up.

The late 1960s brought another leap. By 1967, the Beetle carried a 1493cc engine with 44 horsepower. Stronger cooling and oiling systems gave it stamina for longer journeys. Families could now trust their Beetle not just for errands, but for vacations and adventures.

Finally, in 1971, the Beetle reached what many consider its mechanical maturity: the 1584cc “1600” engine with 50 horsepower. This was the motor that defined the Beetle for millions of owners worldwide. It was still air‑cooled, still simple, still unmistakably Volkswagen—but now it had the strength to keep pace with modern roads.

From 25 horsepower in 1938 to 50 horsepower in 1971, the Beetle’s engine doubled in output without ever losing its character. It was never about speed. It was about trust, endurance, and the quiet confidence that this little flat‑four would carry you wherever you needed to go.

Turn Key $3,975.00 {based on an upright Type1 engine}w/ Rebuild-able core exchanges on a dual Relief Case/ Crank/ Rods/ Heads/ Rockers & Push Rods/Distributor & Gear/ Engine Tin/ Generator or Alternator & Stand. ($975 additional charge if no rebuild-able core is supplied, but will get a new Alum Case)

• NOTE: "Stockist Edition" Turn Key Engines" ready for installation per application w/o exhaust system or clutch. Additional parts available per request.
• Warranty details see full PDF at bottom of this page.
• Prices  & detailed line items subject to change due to customers existing parts, application, location and cost / availability of parts. Engine pics used as reference examples.
• Upgraded New Magnesium Case available for additional $325 due to machine work needed.

Long Block Starting Price $2,175-$2,375 w/ Rebuild-able core exchange on a dual Relief Case/ Crank/ Rods/ Heads/ Rockers & Push Rods/ Distributor & Gear.($650 additional charge if no rebuild-able core is supplied, when rebuild-able core are in-stock)