1.7l 914 heads

[HAM Inc]

Hi Everyone, Thought I'd share a little info the group might find useful when selecting heads for future projects. The 1.7l 914 head, casting 021. 101. 371. Q is a wonderful casting. Available only on 914's this head is beefier than the bus head, especially in the exhaust area. In stock form this casting is extremely reliable. Hardened seats and I honestly can't recall the last time I saw one drop. The bores can easily be opened up to run on 1.8l engines, replacing the problematic 1.8l heads which conversely I can't remember the last time I saw one that didn't have a dropped intake seat. The 1.7l combustion chambers are slightly smaller allowing for a slight increase of compression ratio, the intake ports are 2.5 mm smaller than the 1.8 or 2.0 heads which yields more low end torque and responce.
Another benefit of the smaller intake port is that the port can be reshaped without oversizing for street applications, as is very common with the 1.8 and 2.0 heads. For street applications this is key to drivability issues. It doesn't matter how much topend power an engine makes, if it doesn't respond below 3,000RPM's it really isn't going to be much fun to drive. Remember that all engines love port velocity. Big numbers on the flow bench don't tell the whole picture. As intake port velocity drops fuel mixture quality nose-dives. A 10% gain in mixture quality will yield more torque than a 10% gain in raw flow numbers where velocity is compromised. For the street it is always best to err to the small side.

A good budget cylinderhead set-up for the street could be as simple as a set of 'Q' heads with a good valve job and some simple exhaust port work, and even better, up the exhaust valve size to 1.8l specs and use an 8mm valvestem, which is very affordable. Where the 'Q' head is not available the 'J' head from the busses is a suitable substitute. Just don't go as wild in the exhaust port.
Ofcourse nothing we do to these heads will allow them to out perform a stock 2.0l head, unless we move the plug angle, which is the single biggest advantage of the 2.0l head, followed closely by the exhaust port improvements. But for the budget minded 2.0l heads can be cost prohibitive. If that is the case you might want to consider starting with the 1.7l.
Hope this helps.
Len Hoffman
Owner
Hoffman Automotive Machine Inc.

[MASSIVE TYPE IV]

Len, that was very informative! This is a question that comes up here very often and guys are dying to hear this type of thing from an expert head technician.

I have several sets of those cores here at the shop.

Together we are going to make a great team, and expand the TIV network even further!

Its all about sharing information, and you can definately share more about head particulars than I can....

[bpcatdog]

This brings to light a lot of understanding about the 1.7L 914 head. It also goes to show that bigger is not always better! I'm new to Type 4's, but I'm starting to get the big picture.

Type 4's may cost a little more to put together but after all the time, effort, parts and machine work it takes to make a Type 1 1776, you can have a stock Type 4 1700 making just as much HP and still have some money in your pocket.

Louie

[MASSIVE TYPE IV]

In my experience bigger is only better when the guy wants bragging rights for size only!

There is no replacement for the perfect combination. There are engine combinations, and combinations just in the heads- both have to match to make the most of an engine!

[bpcatdog]

That's why I'll never win the "BIG" contest, at least not right now! Anyway, that's why I'm reading these threads and collecting information. This is the only way I'm going to understand fully and eventually will put it all together and make the "BIG 2270"

Louie

[MASSIVE TYPE IV]

I'm building a 3.0 for my VW Thing..... It is only for torque, and will have tremendous port velocity... Do i need it- Hell no!

I'm building it to prove that a DTM will cool the biggest engine you can put it on, and do so evenly and even tow a trailer or another car!

[bpcatdog]

Sweet!

2270cc will be big enough for me for use in my Bug. I like to wear clean drawers when I'm driving and still have the thrill!

Louie

[MASSIVE TYPE IV]

Thats no problem at all. Just find the $$ and I'll make it happen! LOL

[bpcatdog]

I think I'll have to sell the kids or just rent them out. I dont think the little dumpling would go for it though. I'll get it somehow. I'm not worried. But right now, I'll run it stock engine till it's time.

Louie

[Alpine]

Man, I went out and bought a 1.8L motor from a Porsche 914 to use as a core for building a 2270 thinking that the 1.8 heads were more desirable than the 1.7s. Len, can you write a book? I will buy two ...

[MASSIVE TYPE IV]

The 1.8 is in some instances better in my opinion... If you want bigger valves to just bolt on, go 1.8 or 2.0 for bigger stock valves and ports.

if you need to do work to them, follow Len's advice....

The other thing about a 1.7 head is its easier to get higher CR without blowing a hole through the chamber during flycutting!

[Guest]

Nice post, it really helps! Thanks guys, I am sure some of us can positvely employ the information gained from your "hands-on" experiences.

[speedy57tub]

Nice post, it really helps! Thanks guys, I am sure some of us can positvely employ the information gained from your "hands-on" experiences.

OOPS, I forgot to log in!

[dstar5000]

------------A 10% gain in mixture quality will yield more torque
than a 10% gain in raw flow numbers where velocity is compromised. ----------.

Dude!

FINALLY I hear someone talking about the quality of the mixture!

I have preached this for years(well, me, Larry Widmer and Smokey Yunick! )

SO glad you are finally here!


Don

[HAM Inc]

Having a 1.8l core to develop into a 2270 is a great start. The 1.8l heads have a nice intake port for larger displacement needs. The main rub against them in my opinion is their propensity to toss intake seats. If you have a pair that have managed to stay intact replace the seats with oversize fitted a little tighter and you won't have to worry about them. They did have a tendency to crack, but I'm convinced that's because of the stoneage L-Jet fuel injection jacking temps through the roof. Jake's on the mark when he says he'll have plenty of port velocity on his large displacement engines.
The 1.8l heads have the same restrictive exhaust port as the 1.7l's. A little work here goes a long way toward improving torque. There's a way to get the 2.0l port under the 1.8l valve size (34mm). Small valve, large port. There's a grab bag of advantages there. But that's for another discussion.
Len Hoffman