Date:         Wed, 7 Apr 1999 23:51:32 -0400
Reply-To:     Paul Schiemer <schiemer@MAGICNET.NET>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         Paul Schiemer <schiemer@MAGICNET.NET>
Subject:      2L 914 into '81 Westy
Content-type: text/plain; charset="US-ASCII"

Had a few folks repond asking about the particulars.
Here's a short, probably incomplete, list of things to consider.

Basically it's the same stuff as a standard Vanagon 2L; excepting the front
fan shroud, the oil filler inlet and dip stick, heads & heater boxes.
Since I had the bits from the basket case original engine I could substitute
as required. It's a little mix and match, but it all works out.

The fan shroud bolts on into the same holes as the Porsche version.
Difference between the two is the plumbing for the hot air circulation
hoses, whereas the Porsche has a wholly different array- you have to use an
original housing from a Vanagon.  [Well, you don't HAVE to, but it's a good
idea!]

The engine bolted right on to the auto tranny without any problem, and it
runs just fine.
We took out the injection and brain, replacing fuel supply with a Weber 2
bbl (32/26).  The clearance for the carb was about a silly millimeter from
the engine cover.  Had to modify the insulation (actually, tossed the old
stuff and used new) cutting an opening for the carb, plus about three inches
around it.  Cover closes fine and there's no contact (but it's close).

Another clearance problem was for the throttle connections.  It all lined up
okay for the throttle shaft through the firewall, but the linkage stopped up
against the body of the manifold- if we used small gaskets at the pipes into
the heads.  Substituting a little thicker (about 1/4") gasket (phenolic?)
there we had the proper clearance for the linkage, and no problems.

At first we used the electric 'big' idle jet, which was useless.  Made it
run too rich and was intermittent at best.  A little experimentation left us
with a standard, mechanical type jet there.  Works fine.

Lest I forget- switching to the Weber means you have to change the fuel pump
to a 3 lb. one, and not the 30 something pound one for the fuel injection.
Also, you end up bypassing all the fuel pump relay stuff mounted on the
firewall (left side, up high)- instead wiring the fuel pump hot lead
directly into the coil.  Key on, pump on. Works just great.

I used the original stainless heat boxes, and then had to use the original
heads.  The new engine had Mahle P&C's already mounted- the difference is in
the shape of the piston top, nearly flat on the Porsche, and concave on the
Vanagons.  This means a little better compression ratio, a little more
horsepower, a little more torque (one would presume, I didn't test it out).

Subsequently I found that I can substitute authentic Porsche heads and
heater boxes to the same engine, and will undertake that in the next week or
so (sending you a note on how it went if you like).  I'll have to use a
Porsche exhaust though, not the Vanagon one I've got mounted now.
Part of the reason is the Porsche heads are a little different in the size
of the intake and exhaust valves, and seem to be a bit better finished
(dunno for sure, it just seems that way to the naked eye.)
This will give a little more umph.  I think, best guess, it might be around
125 h.p., about a 25% increase over the Vanagon 2L (again, guessing).

The convenience of the license plate access to the oil and dip stick
arangement is gone.  The crank cases have a slightly different placement of
the intake area.  The 914 setup means you have to open the engine cover to
check oil consumption and for adding- but it also means that malicious hands
have no access either (depends upon your neighborhood).
A little inconvenience I don't mind.

Engine tin came off the old engine but screws right in place with no mods.
It is different, of course, but some pieces actually are the same (lower
section mostly).  I used whichever bits looked best, excepting the
speciality ones.

Put the original 090 distributor in with new points and condensor, but only
because the Pertronix wasn't in stock at my local VW parts dealer.  It's on
order and will go in post haste upon arrival.

Overall it was a pretty straight forward project, although not without a few
blunders along the way (stupid stuff I'll never admit to).  Although I'm
proud to say we didn't have to yank it out to overcome a mistake we made!
I end up with a little more HP, a little more torque, no FI problems, and a
basic engine setup that I can futz with without worries or degree in auto
mechanics.
I might slap the rig on a wheel dyno to test for actual HP and torque, and
will pass that along when I do.

Pardon that I run on with this- I'm sure I've forgotten something too.
You can EMail me privately to discuss back channel if you like.