I have done some important research regarding the importance of the engine tin/metal:
I hope this helps.
How to keep your Volkswagen Alive
A manual of step by step procedures
Author John Muir
“The engine compartment in a VW, along with the tin work surrounding the engine, is a closed system designed to keep air flowing around the oil cooler and cylinder and head fins. Anything that defeats this system will make your engine run hot. Air cooled VW engines run quit close to their heat limits to begin with so the margin of safety is small.
Keep ALL the tin in place , and make sure the seal around the engine is in place and well-secured.”
“If the upper part of the engine is not completely sealed from the lower half, not only will you spill valuable cooling air but the cooling fan will suck up exhaust gases and send it through the heater exchanges and into the car when you turn on the heat. These gases not only stink but can kill. And if the engine is on good tune you may not even smell these gases. Carbon monoxide, produced by all engines is odourless, tasteless and dangerous.”
“Air cooling: Air is sucked into the fan housing by a blower fan, which pushes the air through ducting inside the fan housing and over the heads and cylinders. Fresh air enters the engine compartment through louvers in the body or trunk lid.
Numerous sheet metal and rubber parts seal the edges of the engine against the body of the car. It is crucial that these pieces be kept intact. If the sheet metal piece that separates the front of the engine from the body is missing or fits poorly, hot air transferred from the transaxle will flow into the fan housing. If the apron or rubber seal that fits around the engine is out of place or even ripped, heat from the exhaust system will raise the temperature of the engine compartment. The little deflectors that fit between and under the cylinders and all other sheet metal protectors around the heads and cylinders are essential for proper cooling.”
The deflectors have been incorrectly replaced installed, there are no provisions for them to be screwed, they are hanging.
“If the fins around the cylinders become clogged with grease or even bits of litter hot spots develop.”
“The air - cooled VW engine depends on air and oil equally to keep it cool”
Every surface of the VW engine is part of the cooling system. Even the fins cast into the bottom of the case take heat away from the oil sump.”
One of the fins / body scoops at the bottom of the engine is missing or has been installed incorrectly, please refer to pictures.
356 - 356 A - 356 B - 356 c
“The fan sucks air through the intake hole in the housing and directs in .downward over the heads and cylinders which are finned for greater heat dissipation. Metal shrouds contain the airflow and guide it properly”
One of the fins is missing or has not been correctly replaced, this is not helping with the heat dissipation. The metal shrouds are not fully bolted, this is not containing the airflow and not guiding it properly.
There are holes in the fan, these holes were created when the accelerator cable was repaired / replaced by the mechanic. The holes in the fan affects the suction capacity of the fan that sucks air through the intake hole.
Oil Cooling and Pressure
“The oil cooler is mounted on top of the engine and is under draft from the fan. Oil goes directly from the pump to the cooler through a by-pass valve. Regulated by pressure (viscosity) the valve either permits oil to be cooled or not, according to need. A warning light on the instrument panel is activated by a pressure device installed in the line between air the pump and cooler. If pressure drops below 6 to 8 lbs per square inch, the lighter will glow.”
As hot air and gases have been entering the engine compartment, the fan has been sucking hot air and gases through the intake hole, This has compromised the cooling function of the oil cooler. The light has been glowing when I start the car.
Lubrication is maintained in a pressurised system. Oiling in the Porsche plays a greater part in heat-dissipation than it does in the conventional water cooled engine and is controlled more rigidly. The oil pump is in the crankcase and is driven from the driving end of the dam. Oil is taken from the lowest point of the crankcase and is forced into the lines by way of the oil cooler. Part of the lubricant is forced into the crank bearings, through the hollow crank and into the connecting rod bearings. Another part goes to the cam bearings, a third portion enters the hollow pushrods and flows up to lubricate the rocker arms and valve stems. Cylinder walls and pistons are splash-lubricated. Oil returns to the crankcase where it is cleaned by a strainer and magnetic filter before renewing its journey. A replaceable- cartridge is also in the system.”
“The inlet valves on the normal engine are vertical and the exhaust valves inclined, both operated by pushrod and rockers, a single camshaft centrally placed above the crankshaft having four cams on it which operate the eight valves, each cam working opposed valves. The whole principle of the engine is like the VW, which is not surprising as Dr. Ferdinand Porsche designed that particular vehicle, and the air cooling effect by a large fan on top of the engine and driven off the dynamo. This fan blows air through ducts to close-fitted shrouds around the cylinders and heads, the hot air escaping underneath the car.”
“ for no matter what the road speed the faster the engine runs the more cooling there is to the oil; this also applies in traffic driving”