Type Three Tuning Page -- Type IV Conversion
Nothing but Darkness exists on this page...Light Siders beware!
If someone wants to do this on the cheap all ya gotta do is get a 1.7/1.8/2.0 litre Bus motor with a mechanical fuel pump, all the tin and a working alternator. Run a few wires for the external regulator and be done with it. It WILL bolt right in ( with up to a 215mm ( clutch) flywheel. Now... the carbs may not fit under the decklid... AND, it may be real ugly ;) ( by now I'm sure you ALL know that I COULDN'T put up with something like THAT !!! ;). You don't have to press the bearing into the center of the flywheel and you don't have to fabricate rear hanger brackets.... but if you want it to look nice...and remember, we do have a ton more torque and horsepower now ( I hope...). As far as flywheels fitting 215mm is as large as you can go, the 228's will not fit ( o.d. is too big ). The (starter ) tooth count on all the flywheels ( up to 228mm ) is the same. No other ( K.E.P. or otherwise ) engine to transmission adapters are needed.
Now as far as rear engine hangers go... I had to fabricate brackets...I'm just LIKE that !! I also put heavy duty tranmission straps on the gearbox...it's just me.
Dan Zink
65 Notch ( with Type4 POWER )
http://users.aol.com/my65notch/index.htm
Rear hanger is needed on IRS type3s only, older 3s, and all bugs have tranny forks that do all the hangin' so the engine case is a bolt in on all those.
From what I was told when I asked my fav VW shop about putting in a 79 Bus 2.0 in my Square: "You'd better use the money on the engine you got, it will be better!". Still, I asked about what I had to do, they told me I needed a different flywheel (411/412), different carb manifolds (yeah, the 2.0 was dual carbed, 411/412 Variant manifolds needed) and to fabricate fresh air bellow and modify the rear hanger. They also told me if I could get a parts engine from a 411 or 412 Variant, it would be way easier to do the swap.
PerL
73 Variant L (could'a been a V8 - err - type4)
>Glad to see someone mentioning the fact that the tranny input shaft IS
>different between the Type1/3 and the 1.7,1.8 and 2.0 liter Type 2.
>The simplest way to do this switch is to start with an automatic trans. in the T-3.
True, but adapting one to the other really is a piece of cake. The "short story" version is this: get a 210mm or 215mm bus flywheel (210mm is quite a bit cheaper and easier to find), pressure plate, and clutch disc. Then, get a T1/T3/914 pilot bearing (a $5-10 part) and get the hole in the center of the bus flywheel reamed out to fit it. All done! It will fit in the bellhousing the _exact_ same way a 200mm 12V flywheel on a bug would.
Not to say that the auto tranny idea isn't a good one (it is!), but not everyone wants an auto tranny. One other problem: T4 flexplates (from late automatic busses and 411/412's only) don't exactly grow on trees, and neither do the special bolts that are needed to bolt it to the crank. They aren't _impossible_ to find, but take a little work.
~Shad Laws response to Russ Wolfe (both excellent resources!)
Type 4 hose diagram from the Elfrink guide published in 1972.
Fuel injection parts list for the 1.7L engine.
Dropping in a T4 motor into a T3. Has info for putting this engine into a T1 (Bug) as well. Good resource.