Getting all the parts to fit, making sure I have everything. Many of the parts show here have been either modified or changed as I found out what would work. |
102 mm Nickasil coated aluminum barrels and pistons from LN Engineering. Absolutely the best money can buy. |
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The view a piston will get. 44 mm x 38 mm poppets |
Getting ready to assemble the "heart" |
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Well, here it is. Starting the fit check of all parts just to make sure that no two parts try to occupy the same space at the same time. |
Doing the fitting of a GM throttle body. I determined from this exercise that the Bus plennun won't work with 914 2L. runners and of course the 914 plennun won't let the engine cover close. So a Modified T2 was built. |
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| Engine specs
Crank: 78.0 mm, Chevy/T1 rod bearings Cam: click here for specs Barrels: LN Engineering 102 mm "Nickies" Pistons: LN Engineering JE pistons Rods: Eagle 5.325" long, 22 mm gudgeons Flywheel: stock weight 210mm Cooling: Stock pancake, plus external oil cooler Compression: 8.5 to 1 Head studs: LN Engineering Dizzy: Mallory with vacumn advance |
Heads and valve train:
914 2 liter, MSHP 6 Stud, 44 mm x 38 mm Manley SS valves Doug Berg valve job FAT solid rocker spacers FAT rocker stand studs FAT modified stock push rods Berg 8 mm Swivel foot adjusters Berg dual valve springs and retainers Early stock rockers modified for swivel feet adjusters |
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is where the EFI system is being readied. Another one of those "challenges".
I've about had enough of those!
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The engine is complete and in the car running. It has a very sweet sound to it. Sort of a low authoritative sound that is well muted by the muffler. The intake noise is also a different than what I am accustomed to hearing coming from hot rod VWs, it is somewhat muted and has this urgency sort of sound. Very sporty car sounding. Click Here to view it. There is still some details to take care of. I have to finish the air cleaner and get it hooked up to the body air duct to ensure cool air. There will some minor wiring changes to clean it up a bit more. Already gone are the dip stick for the automatic transmission and the kick-down switch for it. | |
Here's the view under the car of the right side of the exhaust. 1 5/8" tubing, 1 1/2" stub tubes, 37" primary length, Ceramic coating by Proformance Coatings here in the Seattle area. Not visible here is the stainless steel heat shield between the tubes and the bell housing. The outlet comes out in the stock location under the apron. No visible clues as to what lurks with in!!! Note: mock up engine in these pix. |
Here's the view from the right wheel well. The collector has a bung for the O2 sensor plus the muffler section has a bung to run an outboard O2 sensor for tuning purposes. Gorgeous work done by Stan's Muffler Shop in Auburn, Wa. They are noted for their custom hot rod exhaust systems. No, they ain't cheap! |
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This is a shot of the exhaust just before installing it. When I changed transmissions to the 4 speed, I had to have a new #1 pipe made. The differential houseing offset caused this. | |
The tail pipe |
Here's a shot of an all alloy T4 engine. Head studs are LN Engineering and extremly nice. I have been running .005 on my valve adjustment and so far it seems about right. I'll be doing some hot checks of lash. |
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| Here's a few links to T IV powered
cars and T IV motor stuff
Click [Here ]for some technical rants on T IV motors. Click [ Here ] for how I made a T1 oil pump fit a T4 Click [ Here ] for my oil passage modification A few T4 related sites Dan 's '65 Notch w/ T IV power More to be added |
This is where you'll find some
good technical stuff.
Click on these links for some good technical information. Aircooled.net tech diatribes Gene Berg tech articles Cal Look.com tech articles Fuel Injection tech Injector Sizes What size do I need? After market FI A very good site with good info. |
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