DDK - Die Deutschen Klassiker

Should also mention the 1.7/1.8 crank is smaller stroke than 2.0 and the long stroke crank uses different rods.

Awesome info there guys! Picked up a 1.8 914 core on eBay this afternoon so watch this space! Brought 20min after the listing appeared - hopefully its as solid as the seller says

Was the seller from Devon?

Nope, actually fairly close to me in northampton so will be picking up next week when I get back from holiday..

I did pick up a 1.8 case (2x halves) from a guy in north Devon though because I figured they were a sensible price and prob worth having a few options.. Anyone we know??

If it's the Devon one I'm thinking of (case No ending 538) , it's been repaired to the top of the tower. Might not be a problem but it's been welded right next to the mating surface, which could be?? The top tower surface looks a bit iffy also.

No mention of repair in the listing.

Good score on the other.

Yeah I saw that weld area.. Looks to have been welded ok, figure i can flat out the top surface if needed. Will wait and see what it's like when it turns up vs the one that's in the engine already - I have some options that way, possibly even a spare to either build up and sell on or keep as a core for something a bit crazier later on

I would suggest the CSP upright conversion or the DTM if you can afford it!

CSP



DTM

In my experience customer 2270cc type 4 with Weber fuel injection 167bhp, junked it because it kept playing up and fitted Dellorto 45 dlra carbs 165bhp!! In a light car you don't need to go mad on induction and capacity unless you want to do spectacular burn outs!

I like those upright fans, probably the CSP more than the DTM.. I had seen them before, but think they might have to be something to consider in the future rather than as part of the initial build
Re: engine power - I'm aiming for something around 100-125bhp initially, but I've heard a few people talking about 160+ bhp recently, which kind of got me thinking.. That said I think somewhere around 125bhp would be plenty, and if it had a similar lbft torque figure it would be very driveable which is really what I'm after for Amie. She drives a diesel normally, and finds my car hard work (even though its 2x the power, and about 30% more torque) because its quite revvy.. I think a fat 'n' flat torque curve would be a winner for her

Regards ignition, injection, etc., I've had some experience with "home brew" injection and ignition on a few engines now, and a little experience on the tuning side. I will go the tried and trusted route of MS2 +Extra firmware, and run a fairly simple system of COP / Wasted spark, and sequential injection. I recently helped a friend build a similar set-up and its working well (although he has no gearbox right now unfortunately! - entirely un-related)
I have an ECU and lambda sensors already from an old engine from one of my cars (2.0 BMW 4-cyl, which was knocking out around 180bhp / 145lbft) so I will use that, and just adapt the wiring to suit. There's not much required to be honest..
My plan would be steal my mates type 4 2.0 van engine tune and get running on that, then once I was convinced everything was OK I'd take it to someone like Northampton Motorsport for tuning. I have "an abundant source" of DT Connectors, so don't plan on twist and taping anything - reliability, reliability, reliability!!

Thanks for all the thoughts and comments, and keep them coming - it all helps a lot!!

Ben

I'd go with the CSP kit but use a doghouse fan shroud with a type4 stock cooler fitted (by extending the oil cooler housing) and connected to a adapter mounted to the case (as per both above). CSP recommend a front mounted remote cooler but I wouldn't.
Actually, I'd make the cylinder tins from stock parts and only buy the CSP stand & crank pulley (the alternator pulley needs modified though) but that's more work.

These days with a wideband kit, you can auto-tune the fuelling. Just leaves the idle / warm up & fine tuning the ignition map.

Sounds like some more good info
Re: Tuning my issue is going to be putting miles on it without getting caught! I think getting it set up on a RR by a tuner so its pretty much dialed in saves me a lot of potential exposure, then I can tweak from there

If your looking for 100-125 initially, then a 1911cc or a 2056cc with the right bits would get you there.

Yeah, im thinking we might want a bit more in the future, and in the meantime 125 with a chunk of torque would be nice.. I need to do a bit more reading but it's not a bad shout - maybe around 2.0 with flat top pistons or something... ...i have some time, got a screaming 2.0 BMW engine to finish first

Lots of reading to be done over in the type4 forum Ben

http://www.shoptalkforums.com/viewforum ... &start=150