2,4 liter update
 

Hello,
I did post some pics on the STF already, but would really like to show my build-up to the GL society as well :D
The long block is firmly together but the surrounding parts have been test fitted only so far.
Still, I hope to have the DTA computer 'mapped'by the end of this year :)
http://www.keversite.nl/fotoalbum/fo...2004221143.jpg
http://www.keversite.nl/fotoalbum/fo...2004232220.jpg

Best regards,
Walter

Nice looking engine you got there. :) What amount of power do you expect to make with it. :D

Thanks,
Well, I have no idea about the hp to be honest, but probably nothing high, since it still has got the stock valved 914 2,0 heads on it, which will be the limiting factor.
Greetings,
Walter

why not port and polish

Those stub stacks look too tall for the filters you have...
Ideally you want a diameter and a half of the inlet as free height above the stub stack, but the more clear height above it the better (too a point, obviously ;) )
So weber 40's you really want 60mm above the stub stack as a minimum.

Read that in some carb tuning manual years ago.

And sometimes stub stacks are known as velocity stacks....

Cya,
Sam C

Looks gorgeous Wally!

Charles Navarro
LN Engineering
http://www.LNengineering.com
Aircooled Precision Performance

Thanks Charles, it has quite some of your parts in it :D Shame most of them you can't see.

@Sam: yes, your right, these plastic stacks are a bit high (75mm), but the only ones I could get my hands on for a reasonable price. You see, the bolt pattern of the filterbase of the throttle bodys is DCOE...
The filters are 100mm high.
Because the stacks are the wrong base diameter also (45mm while the th.body bore is 48mm) and cannot be widenend because of the thin wall of the stacks, we have now shortenend them to about 50mm height since the top opening is 51mm. The stacks get wider upwards. At this height the bse is now 48mm and a new thicker base plate will then be glued into place. Its an industrial 2-component glue, so I'am not that worried (yet).
Thanks for your input!

Right now I'am puzzling with the wiring diagram for the EFI set-up (i.e. connecting/installing a relais for fuel pump and general power to the ECU is already challencing for me :confused: )
Hopefully dyno time next month :)

Greetings,
Walter

because if I want the heads to improve, I'd only consider going to 44x38 and this would incorporate again porting. I decided to maybe do this at a later date because of cost (€750 ->). Porting now would then be a waste.
Also, this is quite en experimental engine for me because of the use of the used 964 piston/cylinders and EFI, so if the longblock blows, it won't take out too much of value I hope and the loss of expensive heads would hurt then even more.

Polish? well, I hardly ever wash my car on the outside, so polishing on the inside would seem weird ;)
Just kidding of course...

Greetings to Groningen,
Walter

Looks Awesome Wally!!! What actual specs are you running there? are those Jenvey TBs on there?


Amazing!



Ephry

Hi E,
Yes, they are Jenvey ones.
Its a 100mm (964 Nikasils) x 76,4 (DPR) with lightenend stock 2 liter rods, Schleicher cam, type 1 ceramics and 1:10,8 CR.
.
Thanks for the nice comment ;)

I just finished the wiring loom for the EFI and hopefully the mapping can be done still this year on the dyno.

Greetings,
Walter

I remember now! :D Looks amazing Man! Let us know how the EFi turns out.


Ephry

Really nice motor Wally, waiting for mine to be done too. :)

Dyno day has been!
 

Well, to cut a long storey short: it did 154 hp at 5300 rpm and 240 Nm at 4500 rpm with the Porsche C2 12 blade fan and the complete BAS dual muffler set-up installed.
Everything stayed in one piece and the DTA EFI worked like a charm.

To say I am pleased is an understatement :D :D

Walter

Good stuff !!!
Gets me thinking, got a set of 964 pistons and cylinders. :rolleyes: