Hi Dave. Thanks for your reply! You analogy about relatives picking up from where they left off from is perfect. That's what this is. :) I want this engine for my 62 double cab and 67 bus. I would not build this way for a big, but torque is king in the bus and I want it all and I want it low. I had my first bad experience with CB Performance large valve heads on my 1776. It would have made tons of power, but in the bus at the point where the power band was kicking in, the bus hit terminal velocity. I was forever running behind the power curve. Traded straight across for Gene Berg 3 angle valve job stock valves and the power came in where I wanted it. The guy I'm looking for was building stroker engines for the bus crowd and he told me all he did was pull the venturi and up the main jet one size. He could tune it up and off he went. I've never had a vw engine over 4K and in fact my bus would cruise 3600 to 3800 rpm all day long. I suffered some low end losses with the freeway flyer and tall tires so that 1st hear takeoffs took a lot of revving to get going in the mountains and even around home. A friend of mine in Lake Havasu City and I had a chat years ago about him working on old propane powered trucks in the mines and how these big old 6 cylinder trucks had such small valves. They needed the increased port velocities down low for torque or they would never get anywhere. He even bored out a set of 1300cc heads and put them on a stroker engine for fun and then put them on his single cab. He let his friend drive it and his friend said it pulled like mad up to 35mph then fell flat on its face. What did you do? Lol! It was an experiment to test the theory and for buses it it sound. I need a conservative approach for my buses. I know this is a type 1 list, but I feel more at home here and I think the low end of the torque spectrum is worth investigating for those who would like to build an engine and last a long term due to keeping the revs in check. I would love to venture into the world of fuel injection. I'm fact, I would buy a plane ticket and pay someone who would let come to them and have them teach and school me in what I need to do. I'm only interested in naturally aspirated setups and I'd love to know just what parts I could pull from the scrap heap to accomplish it. I'd like to take notes, ask questions galore, get part numbers for the connectors and components, know how to create the correct fuel maps and so forth. I don't want to spend countless hours reading forums, conjecture, wading through and endless sea of talk in an effort to sleuth out some magical recipe. It's why I'm willing to pay someone who has found a good budget approach to fuel injection and has done all the research. Since I can't seem to find someone willing to teach me, then I'm forced to monkey with the idea of a 34 pict on a stroker. I really mean it. I would pay a worthy amount for the data to make it worth someone's while. Once I knew the recipe, I could build whatever engine I wanted and fuel inject it no longer being bound by the chains and shackles of carburetors. Unless the person teaching me specifically said to not talk about it, I would gladly put on a seminar to teach people how to do the same. After all, happiness is only real when shared. NQ
-------- Original message -------- From: "Dave C. Bolen" <dbo...@shockwaverider.com> Date: 23/01/2019 08:12 (GMT-06:00) To: vintagvw@googlegroups.com Subject: Re: [vintagvw] Is the VintagVW list still working? NQ(and others). Glad to see the list here. It reminds me of my relatives, don't talk for 5 years and then pick right back up like it was yesterday. I've trimed my herd down to my 68 sedan(megasquirted 1776 turbo) and a 72 KG 1914. The turbo is newely back on the road after cracking a cylinder at 12psi...my fault though and another long story about what NOT do do in a hurry with your exhaust on a turbo. NQ, to answer your first question(the one that started this). I really don't think you could pass enough air and gas thru a 34pict to feed a 2 liter for very long. My bet is that the jetting and idle circuit adjustments/changes would be a nightmare....even with a limit of 4000 rpm. Might be an interesting exercise though. Think about the throttle body on a 2L bus engine and the teeny tiny carb off of a 1200cc. VW always managed their horsepower by adjusting the carb venturi size and the exhaust pipe size...mostly for longetivity as many of us have learned over the years. On the other hand! Wasn't it Bill May who always touted the torque coming out of a mildly modified single port? Seems like he always believed that the single port made more torque down low than the dual port. Ya didn't say what you wanted to put this engine in, but I'm thinking it wasn't something you were going to put on the hiway. Go back to the "famous" hot vw's 1776 daily driver beginings and I think they tested with a 34pict to start with...they had dyno numbers also. Now, time to tell *why* you want an engine like that! Cheers, dave -- Visit the VintagVW archives at http://www.mail-archive.com/vintagvw@googlegroups.com --- You received this message because you are subscribed to the Google Groups "VintagVW - Air Cooled Volkswagen Discussion List" group. To unsubscribe from this group and stop receiving emails from it, send an email to vintagvw+unsubscr...@googlegroups.com. To post to this group, send email to vintagvw@googlegroups.com. Visit this group at https://groups.google.com/group/vintagvw. For more options, visit https://groups.google.com/d/optout. -- Visit the VintagVW archives at http://www.mail-archive.com/vintagvw@googlegroups.com --- You received this message because you are subscribed to the Google Groups "VintagVW - Air Cooled Volkswagen Discussion List" group. To unsubscribe from this group and stop receiving emails from it, send an email to vintagvw+unsubscr...@googlegroups.com. To post to this group, send email to vintagvw@googlegroups.com. Visit this group at https://groups.google.com/group/vintagvw. For more options, visit https://groups.google.com/d/optout.
