Thanks all for your considerations and advises.
I appreciate it all, and have taken it all into consideration and weighted it up into a cost benefit analyze.
Regarding the engine case.
With a new case at 1.600 to 1.800 Eur, and a toughly examination of my old case.
I have no hesitation in using it.
Further more I have actually worked on old cars and engines for the last 35 – 40 years, and have always been able to produce a usable result.
Even though I have a long mechanical experience I don’t consider myself to know everything and have the only right solution to everything, therefor I in most cases try to get some second opinions and talk to people who have been handling the same kind of task I am about to perform.
And there are always someone else out there who has an even better solution, than you can come up with.
Line bore.
Just to clarify.
The person who line bored my case is not just some-random-backyard-mechanic, but he has a excellent reputation, and my reason for letting him do the job were not because he said he could do it, but because I know of, and have talked to different people, in person, who have used him, who, among others, have been driving around most of Europe on holidays in there Bus for several years, and their engines runs still just fine.
Besides that I don’t buy that, that all old cases are scrap. Many are, but some are also reusable.
Not saying a new case not could have been the best premium outset, but at around 1700 Eur. and all the examination there have been done on my old case.
I am ready to take the risk.
After all.
It is not rocket science , but only an engine, and if something goes wrong, I will just take it apart and rectify it.
Parts have already been bought:
Thick wall 1835 cc PC.
Engle W90 cam and Engle lifters.
New cam gear.
Harder valve springs.
New valves.
Bolted rocker shafts.
Swivel feet adjusters.
200 mm. flywheel and clutch to go with it.
CSP full flow oil pump with build in pressure regulation.
Used 34 pict 3 carburetor. The venturi is going to be bored up to 28 mm. and the manifold centerpiece is going to be fabricated with an internal diameter of 34 mm.
Plus a heap of other small items.
Still need to decide / get the exhaust, but leaning against the stock style CSP one.
Flywheel, pressure plate, crank and pulley are going out to be balanced individual and together.
Pistons will be matched and conrods end to end balanced.
Heads have already been machined to 101 mm. and also for bushings for 12 mm. long reach spark-plugs.
Still have to install new valve guides and cc them to 53 cc to get around 8.7:1 compression, with a deck height of 1 mm. or 0,04 in your parts.
Still waiting for a vacant milling machine to mill out the engine casting for the 1835 cylinders.
If it takes to long I will pay for the job elsewhere.
