[JP Noonan]

Without beating it into everyone's head....
Buy Tom Wilson's book How to rebuild VW aircooled engines. Ask Pelican if they have it (they sell Haynes manuals), I got mine before PP was around through Barnes&Noble online.

The 2.0L P/C's will fit right into the 1.7L case, the hole (spigot bore) is the same on all of them. Either 1.8L, 2.0L heads or "flycut" 1.7L heads can be used. The vavles on 1.7L and 2.0L bus heads are very small so at least use 1.8L 914 heads (not the same as 1.8L VW heads, the 914 heads have bigger vavles). I have heard that 2.0L bus cranks are not heat treated or "hardened", and when I had mine ground down to the first undersize (-.25mm) the machinest said it was not hardened. This isn't really a problem, it only shortens the life of the crank, you get what you pay for. The 1.7L cases I've seen don't have the "bosses" neccesary to put in a windage tray, the case is cast different. Maybe find a blown 1.8L 914 motor use the case and heads and chuck the crank. The other thing is the bus flywhell will not work (I've heard people have used them with modification but that's beyond me) so you will need to have the 1.7L flywheel balanced with the 2.0L crank rods and pistons.
For comparision
1.7L W,EA 80hp (8.2:1 CR)
1.7L EB 76hp (7.6:1 CR)
1.8L EC 76hp (or 72hp, I don't remember)
2.0L GA 100hp (euro, 8.0:1 CR)
2.0L GB 95hp (USA)
2.0L GC 88HP (75-76 all kinds of emissions BS)

Forgot to mention that the pushrods may be longer, I haven't got that far in my rebuild yet. The reason is the 5mm longer stroke means the jugs are also longer so I "guess" the pushrods must be longer.

[This message has been edited by JP Noonan.]