WideFive wrote:I can't believe I'm typing this, but you're actually getting some good advice from the knob gobblers that posted above
Mike Kever Kombi wrote:As for displacement, stroke equals torque
I can't stress that statement enough.
Another one to put down in your quote book... "Customers buy horse power, but drive torque."
Very few engine builders have a Bus state of mind and really have no idea what they are doing when building a Bus engine half the time. It's way too tempting to over build an engine and you can get away with that in a small light weight vehicle like a Beetle, but not with a Bus. Lets face it 80+% of the people they are building engines for aren't really putting any real miles on them anyhow, so they can get away with a lot of shit leaving the door.
What to build then...?
Well, these are my personal thoughts, but they can be backed up with actual miles in a Bus
"Single carbs are for lawn mowers" there's another quote for you. Dual single barrel carbs are like bringing a butter knife to a gun fight. So yeah, dual barrel dual carbs (IDF, DCNF, DRLA, IDA, etc..) are they way to go in my book.
Not everyone has the testicular fortitude to manage dual carbs, so 'll leave that off the table until I can get to know you better.
Only covering smaller more "cheap" to build options here...
1600SP, boring, but workable. SP head guys can be nazis about running them, the greatest thing ever, blah, blah, grab them some Metamucle for them the next time you go to the drug store.
1600DP, now you have a nice little engine that can breath. Stick a 100cam in there and some dual carbs, flowing exhaust and you got a runner that you can beat on pretty hard... and if you blow it up, so fuching what it was just a little 1600DP, right?
Should really nut up for some carbs with these combos...
1776DP, 69x90.5, now you have a cheap engine to build with a little balls. Some extra machining work for the heads and case, but very stock otherwise.
1835DP, 69x90.5, You're not building a rail buggy! Only exception would be to run thick wall 92mm cylinders, which is a relatively new option. I haven't run them yet, but have a set on the shelf for my next engine build
1915DP, 69x94, similar to a 1776 build, but more displacement. Some will say 94mm cylinders are too thin for a Bus engine. I haven't had that experience, but would choose a thicker cylinder option with smaller displacement if given a choice.
Once you realize that torque is what your Bus wants then it's stroker crank time.
1699DP (Yeah, I know it sounds small) 74x85.5, Stroker crank, stroker rods and stock pistons, it goes together a lot like a stock engine and you have minimal machine work, if any. The crank and rods will be additional cost, but well spent $$.
I'm going to stop there, as any further options involve more machine work, $$, kind of becomes a how big is your wallet scenario and it's not needed.
Straight cut cam gears are my "Frank's Red Hot Sauce", I put that shit in everything!
WideFive wrote:Well, these are my personal thoughts, but they can be backed up with actual miles in a Bus
Quoting myself, because I know at least one jackass out there will disagree, and want them to realize they can't back their shit up
Suck it!
on further look it is only a single port not dual port, but as of right now I think I will be upgrading to a 1776 dual port and dual carb. The guy at the shop said it's be the same price for a 1915 as the 1776. And much cheaper to stay at original specs. Any advice guys?
