THE SALZBURG RALLY KINGS
IN “Beetling” Magazine #199 Nov 1974
“In “News from Europe” this month are some facts and figures about Porsche-Austria. What is of most interest to Beetling readers is, undoubtedly, the effort that the firm makes in the realms of motorsport, and the success that goes with it. The sporting side got going in the second half of the sixties, when it was decided to build, and race, Formula Vee cars. The mechanical brains behind the idea was, and still is, eight years later, Herr Schwarz, who had joined the company in 1961. The products become second to none in their field, namely the successful Austro Vees, which won just about every championship going!. For the 1970 racing season, the firm bought some Porsche 908s and 917s from Porsche Stuttgart (who were giving up direct participation), and with top class drivers (Vic Elford, Hans Herrmann and Dickie Attwood among others) helped the Gulf Porsche win the international Group 5 and Group 6 Championship. The best results that year were wins at Nurburgring and Le Mans and 2nd place at Brands Hatch.
Although the Gulf team continued into 1971 along with the Martini Porsche Team, Salzburg decided to concentrate on another area of motorsport, i.e. Group 2 Rallying. To do this they started with, and have stuck to Beetles, their efforts being at first with 1302s and later with 1303Ss.
Just how are these Beetles, the most successful of all time in international rallying, different from their showroom brothers? Well, starting at the most logical place, at the back the 1.6 litre engines produce over 129 DIN hp, at 6000rpm. Although the torque figure of 13.6mkg is not enormous, the engines deliver power right up from 2000rpm, the flexibility being an integral part of the design. The carburetors used were originally a pair of Solex 40 PII-4s on short aluminum inlet manifolds from Sauer und Sohn but later on they switched to a pair o Weber 46IDA/2s, and the passages in the cylinder heads were considerably reworked, altering the original round cross-section. The inlet valves (normal 35.5mm) were replaced by 40mm ones, whilst the exhaust valves remain standard at 32mm. Using their Formula Vee experience to the full the cylinder heads have a complete millimeter skimmed off them. In normal circumstances this would lead to a drastic raising of the compression ratio, but, by working on the combustion chamber, a result of 9.1 to 1 is achieved. The reworked exhaust ports lead to what appears to be a normal stock VW exhaust system but in fact the noise gives away the fact that there are virtually no interior baffles left!
The crankshaft and flywheel are not lightened, although they are very carefully dynamically balanced. A variety of camshafts have been used, the most successful possibly being one with 1.8mm more lift than standard, and an opening duration of not less than 320º. Dry sump lubrication is used, being the most efficient way of getting rid of the oil surge problem. The stock oil pump is used, getting its supply of oil not from the sump but from the oil tank, which has at times been situated in the left rear wheel arch, but which is usually in the engine compartment. A second oil pump (like an Automatic, mounted onto the first one) pumps the oil from the sump into the tank. There is, of course, also an oil cooler. This is a rather special one, developed during 1970 for the Porsche 908 sports car, but which fits very neatly into the space underneath the spare wheel well, behind the grille.
To transfer this power to the road the standard VW clutch is used. The firm developed a close ratio 4 speed box, which gave road speeds of some 45, 65, 85 and 101mph at 6500rpm. This is now available for sale to the public, at some £160. Later on, the works used the newly-homologated (then) 5 speed box from the VW-Porsche 914, which, also at 6500rpm, gives speeds of approximately 33, 49, 65, 85 and 106mph. A limited slip differential is used.
On the suspension side, the modifications are few. The front wheels have a negative camber of ½º, but the rear wheels are left completely alone. The cars are in no way lowered, and Bilstein provides the shock absorbers. Stiffer rear suspension has in fact been tried, and also a stiff stabilizer bar on the rear; both give quite good results. The brakes are standard, except for the rear wheels having larger wheel cylinders. In the early part of ’71 (before 1302s discs were enlarged) stock brakes were still used! The wheels are 5½J, shod with 155 SR or 165 SR 15 inch tires. The chassis has very little extra protection, apart from welded on plates in order to protect the jacking points. Sump shields are used made out of the usual Dural.
These cars were developed over the years 1971 and 1973, and the latter was their most successful season using top international drivers like Tony Fall, Achim Warmbold and Bjorn Waldergard. At the end of the season various plans were made concerning the 1974 season, but then the oil taps were closed a bit, and everyone panicked. This was a particular shame, because Salzburg people had just got an agreement from Wolfsburg to produce a short run of special Beetles.”
Try to replicate one of these amazing racing Beetles.
More specifically, for the past year I've been searching the web trying to find info and parts that will allow me to make a faithful copy of a Salzburg Beetle.
The aim of this project is to participate with a friend of mine, in the Portuguese Historic Rally; here is the link http://www.rallydeportugalhistorico.pt/
I will try updating this blog frequently with all the development on this project.
Hope you enjoy it!
Saturday, June 14, 2014
Monday, May 26, 2014
This project will be on hold for a while, because I´m now initiating the restoration of my better half's '59 Fiat 500, but I intend to be back in business in a few weeks and finally start working on the VW1303S.
Monday, May 5, 2014
Monday, March 24, 2014
Friday, March 7, 2014
This project unfortunately will continue to be a very long one...