Rebuilding a 1.7, Want to rebuild my 1.7, need as much help as I can get Options

[barnfind9141972]

Hi everyone, given how awesome this site is and the wealth of knowledge I’d like to do what seems like the best option for me and that is get my 914 on the road and keep it on the road. Need some help, advice, how to’s, anything that could help me build the motor. I’m mechanically inclined, I’ve built an engine before on a 2.5 Nissan Sentra (i know dark times before) but only did the easy stuff like assemble after a machinist put the crank and rods in. I’ve been restoring in the garage for about a month or so and although the engine “ran” when parked 20 years ago it seems like the right time to rebuild. What parts should I use, any good videos to watch, anything to read, how can an average guy like me split the case open and handle the rebuild step by step while killing time in the garage? Open to suggestions on displacement, fuel delivery, places for machine work, any suggestions and even sarcasm are accepted. Big fan of Ian Karr so have been watching his videos, just waiting for the final release of his engine build for more insight Thanks everyone! (IMG:style_emoticons/default/sawzall-smiley.gif)

[Shivers]

I did this build many years ago. I was working in el toro, so I dropped off a crank at Scat enterprises. They made the counter balanced crank. Rods were stock and were balanced along with the pistons. I went with Kolbenschmidt euro flat top pistons and barrels. Machine work was done in Torrance, I don't remember the name of the place. Flycut the heads and case for barrels, line bored the case one over to true up the case for the new crank.
ARB fasteners, case savers and had the oil plugs on the back of the case (between case and flywheel) removed and welded up. When you decide what type of fuel delivery you'll use, you can speak to someone about a cam.

[barnfind9141972]

I did this build many years ago. I was working in el toro, so I dropped off a crank at Scat enterprises. They made the counter balanced crank. Rods were stock and were balanced along with the pistons. I went with Kolbenschmidt euro flat top pistons and barrels. Machine work was done in Torrance, I don't remember the name of the place. Flycut the heads and case for barrels, line bored the case one over to true up the case for the new crank.
ARB fasteners, case savers and had the oil plugs on the back of the case (between case and flywheel) removed and welded up. When you decide what type of fuel delivery you'll use, you can speak to someone about a cam.

@shivers sounds like a work of art thank you, leaning towards carbs more and more everyday!

[bbrock]

sounds like a work of art thank you, leaning towards carbs more and more everyday!

In the late 80s I tore down my engine and rebuilt the short block. The original FI had become unreliable and be pre-Internet days, info on how to restore it was unavailable so I installed a carb cam and bought a pair of Webers. Then the project went on hold for decades and I am just now finishing the engine. I'm kind of "stuck" with the Webers. I'm excited to learn how they perform, but if I were to do this over today, I would have definitely stayed with the original D-Jet FI and may yet go back to it after running these carbs for a few years.

Among other downsides to carbs is that the induction noise can be quite loud. Some people like it and others have gone as far as wearing ear plugs when they drive. Neither were appealing to me for daily driving or comfortable touring so I built a custom air intake to silence them. Time will tell if it works.

(IMG:http://www.914world.com/bbs2/uploads/post-20845-1606710294.jpg)

[barnfind9141972]

sounds like a work of art thank you, leaning towards carbs more and more everyday!

In the late 80s I tore down my engine and rebuilt the short block. The original FI had become unreliable and be pre-Internet days, info on how to restore it was unavailable so I installed a carb cam and bought a pair of Webers. Then the project went on hold for decades and I am just now finishing the engine. I'm kind of "stuck" with the Webers. I'm excited to learn how they perform, but if I were to do this over today, I would have definitely stayed with the original D-Jet FI and may yet go back to it after running these carbs for a few years.

Among other downsides to carbs is that the induction noise can be quite loud. Some people like it and others have gone as far as wearing ear plugs when they drive. Neither were appealing to me for daily driving or comfortable touring so I built a custom air intake to silence them. Time will tell if it works.

(IMG:http://www.914world.com/bbs2/uploads/post-20845-1606710294.jpg)

You are the man, have been binge reading your build for the last few days awesome work! I have a fuel FI system so will have it as a back up and go back if it’s super annoying, I’ll drive a lot but not sure if I’ll be able to daily drive. Keep up the good work!

[bbrock]

You are the man, have been binge reading your build for the last few days awesome work! I have a fuel FI system so will have it as a back up and go back if it’s super annoying, I’ll drive a lot but not sure if I’ll be able to daily drive. Keep up the good work!

The problem there is the camshaft. For carbs to run well requires a different camshaft than the stock FI so swapping between the two is not as simple as just unbolting one setup and bolting on the other. That's what locked me in. I didn't understand how "permanent" the decision to switch to carbs was once I buttoned up that short block with the carb cam inside. I don't expect my carbs to be super annoying but for a DD there doesn't seem to be much carbs give that a well sorted stock FI can't do better... except the appearance of the engine bay of course. Let's face it, the stock FI creates a cluttered rat's nest.


Thanks for the compliment. I just muddle along figuring it out as I go. (IMG:style_emoticons/default/beerchug.gif)