B&P and cranks

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Dyno Soar
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Joined: Fri Nov 23, 2001 3:01 am

B&P and cranks

Post by Dyno Soar » Sat Oct 26, 2002 6:02 pm

Ok a question for the future really.

What are the thickest walled big Bore B&P available? Like 90.5 (1776) for a bug)
I want these for cooler engine temp and longevity.

With a 2.0 crank and the obvious head and case machining what cc will that give?

Also what balanced 'cost effective' stroker cranks are available?

A buddy may go out to the states next summer so I wanted to have a rough idea what I could get for my dollars.

Shopping list will be B&P Heads (complete) and maybe a crank.

Money is an object. Image

Can 2.5 or more cc available with careful shopping?
Want the equivalent to a 2007 for a Bug.

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Mark the canuck
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B&P and cranks

Post by Mark the canuck » Sat Oct 26, 2002 7:48 pm

Hey, do you have the same size bug engine as I do? I more than doubled the hp in my bug so I got the itch to hop-up the Porsche.

I've been asking the same questions and a large number of the 914 guys say to stay with the stock 914 2.0L D-jet fuel injection. With the known modifications you can get up to 110hp, up from the stock 95hp. All saying that you retain stock reliablity and ease of operation. Carbs and lumpy cams can be a pain and the stock FI guys think that they don't add much more than the stock D-jet FI.

Aftermarket fuel injection is concidered too expensive and the stock guys say that your reliablity is now in question. But on this point I noticed that, if you have problems with the stock system, say the MPS goes bad, that could have been $ towards the aftermarket FI system.

With the stock FI there are certain engine modifcations that you can make. If you do use the aftermarket FI the engine can have any number of combo's. Two popular sizes are 71mm X 96mm and the stroker 78mm X 96mm with a Web cam.

Let me know if you do decide to hop-up your teener. I am still thinking about the SDS PEFI system but I may just go the stock D-jet route. Mark

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Mark the canuck
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B&P and cranks

Post by Mark the canuck » Sun Oct 27, 2002 9:27 am

A good D-jet site with the pros and cons of other engine mods, but he is totally D-jet biased.
http://members.rennlist.com/pbanders/

Dyno Soar
Posts: 120
Joined: Fri Nov 23, 2001 3:01 am

B&P and cranks

Post by Dyno Soar » Sun Oct 27, 2002 5:32 pm

Ok well I am not planning to run injection. I have twin Dell'Orto carbs 36drla's on my 1.7.

In the car game speed costs money. I understand that.. I was hoping to spend around a $1000 on parts such as B&P, heads and a 2.0 balanced crank if possible.

The 914 is a real sports car, everytime I hit a curve or roundabout other cars can't keep up! The simply cannot carry speed through the turns and then also get on the power early enough.
Yesterday I took a trip out of london being chased by a hot renult, dusted him off with no sweat.
My 914 is crying out for more power. The brakes are pretty good in stock form, with the 911 upgrade they will be impressive.

If I get decent B&P and heads, then I can use a 2.0 crank, modest cam and c/r. I was hoping to use twin 40 DRLA's.
I feel that the next logical step would be a larger crank or turbo from cb.

The cost of case machining is not that high so I thought I could use thickwalled B&P.

Q1. Is the stock 2.0 crank a balanced item?

Q2. How much does the large displacement motor that you mentioned cost outright?

Q3. with case machining not being a problem what B&P would you guys reccomend?

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Bleyseng
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B&P and cranks

Post by Bleyseng » Sun Oct 27, 2002 6:39 pm

If you don't have the 2.0l heads already then you should find some 1.8 914 one. Good heads cost money, and 2.0l cores go for about $200 each. Then you have to pay to have them rebuilt, but the 1.7 ones have bigger valves put in em but...try to find some 1.8 ones to start.
Jakes motor start around $4000 for a 2270, go to his site.
Why not turbo your 1.7? You can get around 170hp using the CIS FI. Can you weld as there are no kits availble, not even at CB.
It usually costs about $2500 to rebuild a 2.0l 914, the parts are not cheap.
Geoff

------------------
76 914 2.0L

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Bleyseng
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B&P and cranks

Post by Bleyseng » Mon Oct 28, 2002 2:30 am

The standard case bore will fit the 96mm P& c's. With a stock 2.0l crank you get a 2056cc (2.1L)
The thickest wall big bore pistons and cylinders are the 102mm Nikasil units from Shad Laws. These babies are made just like the 911 ones, aluminum barrels and pistons. Cooling is no problem. Bring $$$
If you stay with the 2056cc combo (96mmx71mm) you can run the djet w/no problems (stock cam). Best hp I have got so far is 95hp on a roller dyno , about 110hp.
How fast do you want to go??
I have heard you can use the djet up to a 2.4 engine. I haven't done it so I don't know for sure if it works.
I have seen several 914's running 2.2, 2.3, 2.4 and 2.6 combos all ran carbs except one (914lite). I think if you want that big an engine get it from Jake Raby, a 2270cc. That's a 150hp motor that uses carbs and works great in a 914.
Bigger than that and get a 911 six as it's cheaper in the long run.
Geoff

------------------
76 914 2.0L

Dyno Soar
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B&P and cranks

Post by Dyno Soar » Mon Oct 28, 2002 1:48 pm

Ok 2057cc with 1.8 heads fully balanced.

With a home brewed Turbo.. dells t3 should do. I can't weld yet but I know a man who can.

Image

[This message has been edited by Dyno Soar (edited 10-28-2002).]

chris burns
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B&P and cranks

Post by chris burns » Mon Oct 28, 2002 3:37 pm

Just finished building a 2056 and it cost me £1400. That's just the cost of parts and machining. I built the motor myself and many of the parts were free i.e. 2.0 crank & rods, 1800 le heads. My friend has a VW parts store so bearings, gaskets etc. were very cheap the maching was done by a company which assumed I was in the trade and gave me a good discount. I can't comment on the performance just yet as I only fired it yesterday, but it still doesn't sound as sexy as my 11sec beetle motor did.
Chris (also London)

Dyno Soar
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B&P and cranks

Post by Dyno Soar » Mon Oct 28, 2002 6:14 pm

Very nice.

What car do you have? 914?

Gonna be at the Ace Cafe for the executioners hot rod meet and the VW meet so It would be nice to hook up and check your motor out in detail.

Your name sounds familar.. did a buddy of yours buy a set of Baby Gasbuners (mahle 4 bolt) rims from me for his yellow Ghia?

Image

chris burns
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B&P and cranks

Post by chris burns » Wed Oct 30, 2002 5:22 pm

Yes, it is in a 914.
Some bad news on the motor though. It has blown a head gaket.The heads I have I picked up have a small dip under the area where the gasket broke which I hadn't noticed when I built the thing. Compression forces got into the dip and forced the gasket to break, so the heads need decking ( flycut). The compression ratio will go up to about 10.0 : 1 which should work better with my cam anyway.
Don't know about the wheels, but I'm sure we'll meet one day.
Chris

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Piledriver
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B&P and cranks

Post by Piledriver » Fri Nov 01, 2002 6:27 pm

Too much to lap out?

I never use them... Never had an issue.


Jake Raby swears at head gaskets.
Even copper ones.

(He builds LOTs more motors too)

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