The "Outlaw Motor" Build, Documenting my 2.0 Rebuild Options

[Brando]

So, last year, yeah... I had to sell off what was going to be a badass 2056 to go to school -- which I failed that semester. Oh wells, only $3500 down the drain...

So now I've got the makings of what will be a high-compression 2.0 running L-Jetronic, the equivalent of a 912E with 9.5:1 compression (or higher?). Yes it will end up on gasoline higher than 91 octane (found a place locally that can supply). Enough about what it might end up as, and on with how it goes.

Last month I acquired an engine from our very own SLITS, who in turn purchased the engine on my behalf from a local 914 guy, Bruce. I still owe SLITS $500 for the engine itself, which I am still trying to pool together. After I got the engine over to my employer's shop, I began tearing into it. Compression was good, and leakdown numbers were great! Compression showed 130-131-129-132, leakdown was 8-9 on all cylinders (cold).

Then came the first hiccup:
The best time to set the valves is when you are doing a leakdown test. With feeler guages I set all the valves, .008 ex .006 in. Then I got to #2 exhaust and... Why is there no adjustment left on the rocker adjuster? Wait a minute... Why are the valve stems on #2 sticking out so dang far? I decide to pull the head and inspect, all while my boss is yelling "Take it back! That engine is no good."

I pull the head and find that the seat for exhaust #2 has been squished (or compressed) far into the head, causing the valve to stick out into the rocker arm further. I saw this as a potential problem later down the line, as I intend to use this car for combination auto-x/street/funrun use.

Bruce, being the good chap that he is, offers to replace the head with a good one. I say sure. I get the new head and it's dirty, but in cherry shape. No cracks, valve guides are FIRM and smooth. I disassemble the head, lube it up and re-assemble. While doing so I notice something funky about how the lifter looks. Upon closer inspection (and compression) I see that this engine is equipped with ... hydraulic lifters. (IMG:style_emoticons/default/barf.gif)

After seeing how much silicon RTV sealant was used on the case, I made a decision: Tear this engine down, clean it up, put a new cam in it, and reassemble it.

Fast forward to yesterday. I get the engine apart (completely) and notice that the last through-bolt that goes into the threaded case section and also holds the windage tray in wobbles a bit. I then see that the case has cracked on one side in that spot. Great. I call Rimco and ask for an estimate... $50 no align-bore needed. The further I go through I notice the crank bearings are in need of replacing, the cam has become friends with it's counterpart lifters (in the trash bin) and that there are some rough edges on the crank-bearing surface.

Today I did a quick rinse on everything, took apart the crank and rods, and drove down to RIMCO. I'm having the case repaired, align-bored and lapped. The heads will get surfaced to the same deck height and matched to 58ccs. The crank will get polished and balanced, rods will get rebuilt. So far I'm looking at maybe a little over $1000 for this to shape into a well-rebuilt 2.0. Pictures and updates will come as I get it together (IMG:style_emoticons/default/smile.gif)

[Bleyseng]

Cool. Do it right the first time and it will last. (IMG:style_emoticons/default/biggrin.gif)

[nebreitling]

sounds good. just fyi, i'm running 9.5:1 on 91 pump gas.

[Aaron Cox]

brando, go with 96mm pistons... 2056....

no brainer. wish i would have

[Brando]

Aaron, I'm definitely contemplating it.

Doing a static compression calculation, I will need 0 Deck-Height to get an even 10:1 compression ratio with stock 94s. With 96s I would need a deck height of 0.011" (much more doable than 0). Maybe I can sell these cherry 94s and move up to 96s?

A-Modified class, here I come (IMG:style_emoticons/default/lol2.gif)

[Brando]

Update:

I just paid for this:
lightened flywheel/pressure plate

Al is an awesome guy (IMG:style_emoticons/default/smile.gif) It should be here after he receives my payment. Can't wait!

(IMG:http://forums.pelicanparts.com/uploads8/P0001262_edited1153079974.jpg)
(IMG:http://forums.pelicanparts.com/uploads8/P0001263_edited1153080035.jpg)

[Joe Ricard]

Aaron, I'm definitely contemplating it.

Doing a static compression calculation, I will need 0 Deck-Height to get an even 10:1 compression ratio with stock 94s. With 96s I would need a deck height of 0.011" (much more doable than 0). Maybe I can sell these cherry 94s and move up to 96s?

A-Modified class, here I come (IMG:style_emoticons/default/lol2.gif)

Not A-MOD but definately SM-2 or D prepared with 7" wheels, or play the under dog in X prepared.

Sweet looking flywheel. Pretty thin webs wonder how strong that will be.
The ones that Brett did for me are thicker and it is apparent it can take some abuse.

[Brad Roberts]

Why the high compression? Unless you buy a camshaft that wants/needs it you are blowing cash on "good gas".

Did I miss something on the cam selection?


B

[Joe Ricard]

Brad he hasn't mentioned a cam yet.
However I agree with that intended compression ratio he could benefit from a big cam.

the cam card I got for mine says 86b but specs say .500 lift and 300 duration so little bigger than 86b. I could use more compression myself.
Think I got is covered. Paul, check is in the mail.

[Brando]

Why the high compression? Unless you buy a camshaft that wants/needs it you are blowing cash on "good gas".

Did I miss something on the cam selection?


B

Nah, you haven't missed anything yet Brad (IMG:style_emoticons/default/smile.gif) I've yet to choose a cam. I'll probably be calling Mr. Raby and/or Webcam and seeing who reccommends what for this application. Besides, if it won't work well with injection, I can always add shims and lower the compression.

[Joe Ricard]

FI ????? as in SDS EFI?
D-jet is like training an elite athlete and making the person run the quarter mile while breathing through a straw.

[Brando]

AFC for now, but in the future I would very much like to move to a better setup such as Megasquirt, or the SDS system, or that emerald system I've seen a few times -- but at the moment, I can't afford those nor a newer ignition system. Those will be installed later and will probably free a bit of HP out of the whole combo. If I hadn't sold my weber 44s for $700 last year, I would be running those.

I would rather keep the 'restriction' on this engine something easy to swap, such as the intake/injection/exhaust instead of it being the heads, the cam, etc. It's much easier (and cheaper) to put in a new injection system than have the heads taken off, re-machined, split the case for a new cam and all that jazz.

I'm ready for all the "It's going to run like shit on AFC!" comments -- in fact, I've been waiting for them.

[Aaron Cox]

how you gonna get the exhaust out? longer duration cam? bigger lift?

i know of a header....

[Brando]

Woohoo!!!

Got my parts today! Case, crank, rods and heads all back from the machinist. Next up:

- Set of 96mm P&Cs
- RAT cam & lifters
- (possible) 30mm oil pump

(IMG:style_emoticons/default/biggrin.gif)

Pictures to come after I get home from work.

[So.Cal.914]

Being that the FI will be on there from the beginning you won't know what your

loosing. And when you have the money for the other stuff it will be like

Christmas morning "More Horsepower!"

[Brando]

Now, lets see them picshores!!!

Here's the case back:

[Brando]

The windage tray support that was fixed:

[Brando]

Machined heads.

Decked, matched to 55cc's each, stainless valves, new guides and new seats:

[Brando]

Close-up of the heads. Oooo pretty:

[Brando]

Polished crank, refurbed rods, and my old valves (still in good shape). My old valves will be on the classiffieds soon: