Bob: IM S6 posted:For a couple of hundred dollars more, the 2110 sounds like a good buy.
Put in a 2110 and you'll also be saying "Good-bye" to the guy with the 1915.
I love hitting 3K and and then really pushing down on the right pedal with mine...nirvana!
and bye-bye to anyone in the rear-view mirror!
"2110 is absolutely the sweet-spot."
So I keep hearing over and over again. Or is that just Stan preaching over and over again?? Anyway, having not had any SOC wisdom beforehand, I opted for a 2332, because, well, why not?? Who wouldn't want as much torque as possible?? It's only money, right? I have no complaints about the motor, but many many bad words to say about the finicky Weber carbs attached thereto. But that is another story or three, more or less captured in the archives here over the years. And I have admitted that most of the trials and tribulations I have had have ended up in the "Self-inflicted" category. But hey, it's a hobby. We live and learn.
El Frazoo posted:"2110 is absolutely the sweet-spot."
So I keep hearing over and over again. Or is that just Stan preaching over and over again?? Anyway, having not had any SOC wisdom beforehand, I opted for a 2332, because, well, why not?? Who wouldn't want as much torque as possible?? It's only money, right? I have no complaints about the motor, but many many bad words to say about the finicky Weber carbs attached thereto. But that is another story or three, more or less captured in the archives here over the years. And I have admitted that most of the trials and tribulations I have had have ended up in the "Self-inflicted" category. But hey, it's a hobby. We live and learn.
Pat Downs says the 2110 is the sweet spot as well. And since he's built more engines than most I'd put some value on his opinion.
Guys, pretty darn cool how a question from a novice can solicit this kind of response. Really appreciated and looking forward to getting to know the crowd better. Now, if only we could apply a bit more pressure on Carey over at Beck to get that delivery time down...nah, just kidding Carey. Thank you all (especially Stan) for your feedback. Going with the 2110 for my first pass. Drinks on me if anyone is ever in Dallas. Cheers.
A 2110 is big enough to have lots of bottom end/lower midrange torque (which is what you use driving 95 or 98% of the time) and the 90.5mm cylinders are thick enough that their heat dissipation rate is more than adequate under normal operating parameters (they won't go out of round unless the engine continually overheats badly, and even then it will take a while). They should give the same life as stock piston/cylinder assemblies. You could build it bigger with 94's (an 82mm crankshaft with 94's is 2276cc's), but the cylinder walls are slightly thinner and typically give 2/3-3/4 life of the 90.5's.
You can also go bigger than an 82mm crankshaft (84x94=2332, 86x94-2386 and 88x94=2442- the top of a magnesium case get really thin with the 88!) but it takes more work to fit in the case; the longer stroke and longer rods make the engine wider (getting the sheetmetal to fit so there's no air leakage is a real challenge with the 86 and even worse with the 88!). These bigger engines make even more power, but there's also more waste heat to be dealt with- another challenge to keep these things from cooking themselves in a rather restrictive Speedster engine compartment.
Yeah, a 2110 is a great Speedster engine...Al
I'm glad it worked out, Chas. Some of us are always on the quest for "more". But the philosophy of Herr Doktor was that a lot of times: less is more. A nice 2110 is big enough to play with the big-boys, but tame enough to drive anywhere at all.
You'll love it.
Marty Grzynkowicz posted:I was just curious. If using a 914 engine and transmission in the speedster replica, can you just turn the whole set up around or does the transmission have to be adjusted going from a 914 mid-engine to Speedster rear engine layout.
The 914 setup seems ideal for a 550 Spyder. It would be "a 914" with a Spyder body and much easier to work on than when it was in a 914 body. Surprised we have never seen one.
I had a '72 914 1.7L put 100k miles on it. I've seen the T4s in Speedsters that retain the OEM flat pancake cooling. On a Speedster it would be easier to work on than with a DTM. You save $1k for the DTM kit and get to retain the T4 thermostat and decent heating system (just use bus heat exchangers). I'd go for twin grills or side fender air scoops (a la Boxster) for adequate air.
There were about 115k 914 made from '70 to '76 (>70% are probably rusted away by now).
http://www.914world.com/specs/productionnumbers.php
Love my 2110!