Aloha Jake,
Jake or anyone that wants to donate 2 cents. Please clarfy, if you had to build a T1 what would you build? No turbo.
Jake, I would love to do a T4 and I can pick up a 914 running for 50 bucks, but here is my problem: I would have to dispose of the car and all listed parts: kdogs, exhaust, pertronix, deep sump, breather box, and lots of other small parts I purchased in the last 6 months.
Mahalo,
Neal
Jake?
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ANT
- Posts: 979
- Joined: Thu May 24, 2001 12:01 am
I think I can safely say that Jake would tell you not to bother with building a T1 
But as far as what lil ol me would suggest is asking yourself the following:
What is your budget?
What do you want to have, a daily driver with a long lived engine.....a rip snorter that needs frequent tinkering.....a full bore monster that won't last very long?
Only then can you really address your initial question.
-ANT
But as far as what lil ol me would suggest is asking yourself the following:
What is your budget?
What do you want to have, a daily driver with a long lived engine.....a rip snorter that needs frequent tinkering.....a full bore monster that won't last very long?
Only then can you really address your initial question.
-ANT
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Advokat
- Posts: 439
- Joined: Sun Jan 27, 2002 12:01 am
While everything that ANT suggested is true, I built a 1904 for my Thing. Actually, I spoke to Jake several times about the combination and I am very happy with how it turned out. In fact, I sent him the rotating mass so that I knew it would be balanced properly as well. Nice, torqey engine that moves well and will not be a pile of trash in 20k miles.
If you didn't know, 1904 is a 74mm crank and 90.5 cylinders. With this size crank (or even a 76mm from what I've been told), there is little to no clearancing required of the case. Mine required none. It is the combination of components that is critical to your engine being a good, well running, reliable machine. The cam I used is a Web 119 (along w/Web lifters) and a set of AJ Simms heads (40 x 35.5 dual springs w/port and polish). I originally ran it with dual Dellorto 36's, but I have a set of DRLA 40's that I'll put on once rebuild of them is complete. I had the case set up for full flow oiling as well. I did not use ratio rockers, but did get solid rocker shafts and moved up to swivel feet adjusters. Everything exits via a merged 1 5/8" header and into a fat boy exhaust. Unfortunately, no heat with this set up. (Gas heater one day).
If I had had more money at the time I built it OR if Jake's DTM shrouds had then been available, I would have really had to wrestle with the type IV idea. One day I am sure I'll go that route. Until then, it'll be my type I 1904 that I hope to have running for quite some time.
That's one guy's combination.
Good luck,
Rick
If you didn't know, 1904 is a 74mm crank and 90.5 cylinders. With this size crank (or even a 76mm from what I've been told), there is little to no clearancing required of the case. Mine required none. It is the combination of components that is critical to your engine being a good, well running, reliable machine. The cam I used is a Web 119 (along w/Web lifters) and a set of AJ Simms heads (40 x 35.5 dual springs w/port and polish). I originally ran it with dual Dellorto 36's, but I have a set of DRLA 40's that I'll put on once rebuild of them is complete. I had the case set up for full flow oiling as well. I did not use ratio rockers, but did get solid rocker shafts and moved up to swivel feet adjusters. Everything exits via a merged 1 5/8" header and into a fat boy exhaust. Unfortunately, no heat with this set up. (Gas heater one day).
If I had had more money at the time I built it OR if Jake's DTM shrouds had then been available, I would have really had to wrestle with the type IV idea. One day I am sure I'll go that route. Until then, it'll be my type I 1904 that I hope to have running for quite some time.
That's one guy's combination.
Good luck,
Rick
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MASSIVE TYPE IV
- Posts: 20132
- Joined: Fri Jul 07, 2000 12:01 am