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I'm working on something here.... A type IV economy "beginner's kit"

How about a 100HP Type IV for the same cost as a 100HP TI with double the longevity and way less maintenance! Smooth power with a flat torque curve for daily drivers is the main goal with this combo.

I have an absolute TON of 66 stroke cranks, and stock 1.7/1.8 rods. I have all the parts in stock to do four 1911 cc engine kits and I'm gonna sell these puppies cheap as part of my plan to expand TIV engine usage...

These kits will have the following contents and all you will need is a core engine (or I'll sell ya one) and exhaust/cooling I even plan on selling carbs with them in some instances(dual solex 1bbl carbs easy to tune and cheap or even Kadrons)

*66 stroke crank
*rebuilt rods
*Web cam(with my cycled lifters matched to cam)
*96mm KB pistons with aftermarket cylinders(trued, and inspected as best we can)
*gasket set
*Pair of Len's "Super stock" heads (42x36 valves, no port work based on used castings with new seats,guides and valves)
*Manton Chromoly pushrods
*conversion flywheel with pressure plate and mods already done
*all parts dynamically balanced to my intermediate standards
*Engine rebuild video and Upright conversion video
Much more that i will add up very soon and post on the site.

You can cool it however you want. It won't need a DTM unless you want one. The Cali conversion would be just fine with it.

The 1911 combo that I am digging up out of my archives for this is 100HP at 5500RPM (with weber 40s)and an awesome driver. It may make a bit less with Kadrons and your altitude.

This is something new that I am trying to supplement our better engines and kits. The quality of the parts will not be as high as what we use in the 2270 engines and etc but it will be an awesome way to get started into type IV land cheaper.

I will provide plenty of support for these engine kits, but I can't provide what we do for our bigger kits. The kits will not be custom built for the application either. This combo is very forgiving and universal. I have used it in everything from busses to 356s and beetles/ghias.

I will be doing 4 of these initially and if you are interested email me ASAP for a better idea on pricing. I estimate somewhere in the 2500-3K range for these kits.

I plan on doing less custom engines in the near future and trying to supplement the shop with ventures like this one that benefit more people and the type IV revolution.

Good idea Jake. I'd wondered how feasable that would be from a cost/quality standpoint.

You've brought us the quality to make the Type IV refined, now you have the quantity to make it more affordable, and easy for everyone to run.

Thanks again

Jake,

This sounds like exactly what I am looking for in the motor we have been talking about for my baja. Its nice to hear that you are trying to bring the price down for us poor folks.

Way cool. This is the combo I'm using, with an 86a Webcam and 8.5 compression. It was my first build, completed about 5 years ago. I had some issues with the head spring tension with heads rebuilt by a big-name now-defunct type iv shop (you guys figure who, hehe). Also initially started at 9.5:1 CR which ran hot, so lowered to 8.5 when the heads were rebuilt. Have logged about 40k trouble free miles since. Lotsa getty-up in my '68 vert. I'm using an OPP DTM shroud, I think one of Joe's last, God bless him.

$2500-3000 is a screaming deal for someone new to Type IVs. When you factor in my struggles with the re-rebuilt heads, I was easily over that. Having the video, correct pushrods, and jetting sizes provided would just put it over the top for me... It's a great daily driver motor. A coworker who owns a newish 'vette was pretty impressed with the acceleration. It's cool what double the stock horsepower will do for a bug...

Exactly!

The one thing I failed to mention is that the engine is not available complete and assembled, just in kit form.

I will continue trying to make the Type IV more affordable in the coming monthsfor guys that can do it themselves with kits like this one.

Question:

Previously with your kits, if the user sent in the case or bought a case from you, the kit would be "test fit" and the case would be clearanced/cut/whatever to make it a bolt up operation for the assembler. Would this kit include something similar? I know there should be no clearancing involved, nor opening the spigots, but a good inspection & QC by a pro would be invaluable to a novice/low budget builder.

That service will not be offered with these kits unless someone buys a case from me as well.

Shipping things back and forth and the case inspection takes me away from bigger jobs that demand the time spent on them as we are assembling them from scratch.

For an engine of this output the only thing that really needs be be done would be galley plugs and an align bore inspection.

If I start offering the case inspection and etc the price will not be affordable as this offer and it would become a normal engine kit.

These parts will basically be a "bolt in" anyway due to the fact that all the machine work will already be done to my tolerances. Head ccs will be balanced to allow for tight deck, etc, etc. I'm not just tossing a bunch of parts in a box. At the same time I'm not going to extremes that take us huge amounts of time to accomplish and that costs alot more money.

No complaints here regarding what the package includes - just trying to add in the local costs to get a total budget.

Speaking of cores, what would you want back? If you don't want to see the case, then shipping becomes a lot easier (read "cheaper")

For cores, I would need crank, rods, flywheel and thats about it.

Jake, I wish you had offered this about 2 years ago....I've got an expensive 1776 that probably doesn't even make 100 hp

Andy

Yep, very few street trimmed 1776 engines will make 100HP.

Are we talking Flywheel hp or HP at the wheels?

James2 wrote:Are we talking Flywheel hp or HP at the wheels?

Im sure he means Flywheel HP

Flywheel HP...
I have no cars at my shop other than mine and a chassis dyno would be useless.

Chassis HP depends on transaxle and driveline losses as well and that can vary depending on the tranny, or even a sticking set of brakes on the rear.

Jake,
What about cores on heads and P/C? Also, would you offer a package deal if the kit included a DTM?