Type 4 into a Beck Speedster-HELP

Looking for anyone who has completed or is in the process of putting a Type 4 into a Beck Speedster. Want to know of any potential pitfalls or difficulties to this project. I have the engine (914-1.7) and hope to start tear down soon, then on to rebuild and upright conversion.
Any info would be appreciated. Relative newbie to such a project.

Here's thread about putting it in a Speedster as a pancake flat engine:

https://www.speedsterowners.com/forum/readmsg.asp?t=16552

It has link to pictures - its tight but looks like a factory fit!

http://rides.webshots.com/album/520357846GGCWSZ

Do a SEARCH here and you should see a couple others that shoehorned one in.

Richard,

If your thinking about an upright conversion in the future, you might as well do it up front. Instead of cutting up your fiberglass and having to repair it later. You can do the Cali conversion and then change over to a DTM if you want to.

Using the original pancake cooling would be a pain and probably as much work fitting as changing over to the Cali conversion.

Check these links:

http://www.nextgen-usa.com/

http://www.aircooledtech.com/type4_upright_conversion/

http://www.tunacan.net/t4/tech/upright-t1.shtml

http://shoptalkforums.com/viewforum.php?f=1

Good luck.

Kelly - Why would he have to "cut up the fiberglass" or "go to any pains" installing the flat pancake engine? There is a big square hole for engine now and the T4 is 6" deeper and couple inches wider. It will still need a little "tin" around edges to completely seal off. If rear cross 1x1" frame is same as my CMC there should be ample room. Only change would be perhaps to move the 1x1 so it could be a rear support hanger.

On a Bug or Ghia the t4 is simply too deep and interfers with the rear panel - but that isn't issue on Speedster. Keeping it flat really simplifies working on it plus you can use the cheap (far cheaper than duals) single center mount progressive carb.

Discussion and more pics HERE:
https://www.speedsterowners.com/forum/readmsg.asp?t=17882

I would not hesitate to do this config again.
Its an unconventional look but you gain a lot of space in the engine compartment for mounting oil breather/dump, Volt reg, Halon etc.

I HAVE THIS POST UP ON -ShopTalkForum- AS WELL-I have posted some pix there per someone's request.

GOT A FEW GOOD RESPONSES.

DEFINITE UPRIGHT CONVERSION IS MY INTENT.

This is what I originally posted:

AS A PRELUDE-I AM A TOTAL NEWBIE, BUT LEARNING QUICKLY. I have a brand new Beck which I just acquired through Open Road Motors in CA. I also just acquired a 914-1.7 F.I. engine with side shifter transaxle (I know, I don't need that-so it could be for sale) for a really great price. Did the Speedster acquisition without much forethought, but now forging ahead on the learning process. Now I'm starting to hear there may be a few nuiances to this install. I have a note into Kevin Hines and hopefully will get a response soon. Here are some of the detaails that I have heard so far (the following from Open Road): The 914 engine is also a VW TIV engine (knew that). It requires a special TIV to TI flywheel that allows it to use the proper TI pressure plate and clutch (est $300). It requires an upright cooling fan (Raby sells these for about $700) slight modification to the down supports for the engine, as the TIV engine has offset cylinders and the DS bank is forward by 1" compared to the PS bank, a special spacer for the starter so it doesn't plunge too deep, low rise manifolds so the carbs fit, a support bar in the rear since this motor doesn't hang off the gearbox like the TI does (it can, but is designed for an additional bar in the rear as well), a custom exhaust (different exhaust ports and routing), and finally as far as we know, no one has figured out a way to make the Porsche 914 heater boxes work in a rear engine configuration. Previously, all of Beck

Response posted on ShopTalkForum...
Hello readers and fellow forum-ites.

Are you still with me? "Class 11 streeter" (and "bj" followed up) made some good talking points and I (me the relative know-nothing) actually could understand most of it.

Are there anymore of you out there that would care to lend a helping hand by keeping up this conversation? As mentioned earlier in the kickoff of this topic, the plan is to start the teardown process, and simultaneously pick up the knowledge to rebuild it.

Where I am confused at this point is this:

1. So I have all these dismantled parts (after this is actually completed of course) carefully layed out on a table/shelf (I understand organization is a good thing) in my garage. How do I know which parts are worn and which are reuseable? Beyond seeing the obvious gaping crack in a cylinder or head, what am I really looking for? No doubt I need some sort of hands-on mentor watching over my shoulder? Guess that's what you call... A GOOD FRIEND who does know this stuff.

2. If I can afford it, I would like to increase the HP and torque beyond the stock 914 1.7-But where do i begin to determine what that engine recipe is? In all honesty, I'd feel really good just being able to rebuild this 1.7 (as "Class 11 streeter"states in his initial response) to stock specs as long as i knew i did it right. Knowing that I would then have a respectable "spring board" for future mods and through that effort gain the required experience. Of course, doing something once rather than twice would be nice if I could afford it and it was done right.

3. Is there a suitable source to find these answers? I think I need "THE BOOK". "THE WEB PAGE" "THE MENTOR". Where might I find that/those? I mean, I realize here I am on this forum with a gazillion opinions etc., but how do I know where to begin. The stroke, the heads, the camshaft, the pistons and cylinders, the bearings, the valves, the exhaust and on and on. It's easy for you guys that have all this experience under a hood to spout off all the specifics and parts etc. Guess I need the basic know-how.

4. Anyone out there willing to lend me your ear full-time? I would really like to do the work myself, but want to make sure the work I do is based on qualified experience. Tried and true uptions.

5. Say i were to pick an "Option A" for the recipe, why is that the way to go as opposed to "option B"?

6. What makes those parts work more properly together? I know that's what the professionals sell. I'd just like to get those results without spending an arm and a leg.

7. Is it possible?

8. Are there any true (kindly) mentors out there?

9. Did I answer too many of my own questions? Do I just need the basic know-how first? Ya gotta start somewhere!

Thanks.

Van's 914 rebuild pages are a welcome companion to the Bug Me Video #8:

http://www.ephotomotion.com/914engine/

Lot of good tips (like on which flywheel to use) and which year parts offer best OEM performance option at:

http://www.tunacan.net/t4/index.shtml

and also:

http://aircooledtech.com/type4_upright_conversion/finished_pictures/