Looking for Type 4 build advice.

[AIRHEAD72]

Hello All, I just found a pretty Solid 75 Westy that is in need of an engine. Long story but I have at least 4 EA Long blocks, one complete with tin and fan housing etc. and 2, 2.0 Complete running engines but I would like to build one from one of the 1700 cases. I have 5 or 6 sets of 1700 heads (Q codes, 1 J code) a couple sets of 1800 heads and one set of porsche 2.0 heads. This build needs to center around my prized possession of an OEM set of Kolbenschmidt P&C's (93mm). Right now I am leaning towards a stroker 1800. I just have maybe a few too many options here and would like some general advice on the best setup for my Westy. Ideally using as much of what I already have. Torque over hp of course and I want to stick with the factory fuel injection. Thanks for any help and keep on truckin!

[Clatter]

If you have to build around a set of 93s it won't be your ideal configuration IMHO.
They will be pin height for the smaller 66 stroke.
Also not good for a stroker crank..

IMHO, my 'Cheap Junk' build uses the best of the stock stuff usually found.

[AIRHEAD72]

Thanks, Clatter That's pretty much the exact info I needed. So I would just have to be happy with an 1800 then. I'll think about it. I might be able to help you out on your relief valve question. I probably won't have time this weekend but next week unless you have figured it out already. I did read your build thread for the record.

[AIRHEAD72]

So it turns out I have 914 93mm pistons so I was thinking I could use the 1.7 case and crank, 1800 heads flycut and with the shallow dish 914 pistons I could build a pretty revvy higher comp 1800 for the Westy. Or I may pull the 2.0 from a parts 914 to throw in it depending on what kind of feedback I get on that idea.

[wreck]

with the heavy camper , displacement is your friend , the extra torque from the longer stroke is worth the effort . The 2 litre crank is just a 1700/1800 66mm crank that VW remachined to 71mm . The rod journal went from 55mm to 50mm . any machine shop that does crack grinding can offset grind your 1700/1800 crank to standard 2lt specs on the rod journals .

[AIRHEAD72]

with the heavy camper , displacement is your friend , the extra torque from the longer stroke is worth the effort . The 2 litre crank is just a 1700/1800 66mm crank that VW remachined to 71mm . The rod journal went from 55mm to 50mm . any machine shop that does crack grinding can offset grind your 1700/1800 crank to standard 2lt specs on the rod journals .

O.k. So I guess another option could be to build a nice 1800 for the "parts" 914 which I really would rather not turn into a parts car anyway and use the 2.0 914 motor in the bus. Maybe lower compression slightly and get a torquier cam for the camper application. Or I could get one of my 1700 cranks offset ground but I would then need to buy pistons and cylinders and rods and cam.. I do have the set of 2l 914 heads..I am thinking it makes sense to pop the 914 2.0 in there because the resto on the 914 is very back burner at this point and it is not doing any good to have the 2.0 just sitting. It is a good running engine.

[AIRHEAD72]

Seems like using the 914 2.0 and swapping a set of 1800 heads on it to bring the compression down a bit and have the less crack prone heads would be a good compromise for the Westy. I may just go this route.

[dstar5000]

DO NOT LOWER COMPRESSION! CR IS YOUR FRIEND!

DON