Re: Re[4]: Advice on carbs for a Type IV

[JonesVWs@aol.com]

In a message dated 97-04-20 18:24:33 EDT, you write:

<< Subj:	Re[4]: Advice on carbs for a Type IV
 Date:	97-04-20 18:24:33 EDT
 From:	Toby_Erkson@ccm2.hf.intel.com (Toby Erkson)
 To:	type-3@umich.edu
 
 Taken from 'http://www.estinc.com/porsche/FAQ2.5.html'
 
 18) Can I use VW parts on my 914?
 
 Yes, you can.  Quite a few of the parts are VW parts.  Someone is rumored 
 to be working on a cross-reference for 914/VW parts.  The 914 uses more or 
 less the same Type IV engine that was in the 411, 412, and late Transporter 
 (Bus, Vanagon).  Unfortunately for us, it's somewhat "less" than "more".  
 To quote Gary Helbig again,
 
 >The motors are identical, except for the following items:
 >
 >1.      Case.  Stronger, better finish, oil filter in different spot.
 >2.      Flywheel.  Cut for larger clutch.
 >3.      Crankshaft.  Wider journals, hardened, balanced.
 >4.      Pistons.  Higher compression, better quality.
 >5.      Heads.  Different port layout, better flow.  Better valves (sodium
 >                filled on 2.0)
 >6.      Cam.  Different profile.
 >7.      Distributor.  Different timing curve.  Vacuum retard mechanism
 >                      added.
 >8.      Fuel Injection.  Bigger injectors, subtle changes to controller.
 
      Toby Erkson
      air_cooled_nut@pobox.com
      '72 VW Squareback 1.6L bored and stroked to 2.0L
      '75 Porsche 914 stock 1.8L for sale
      Portland, Oregon, USA>>

Toby, 

Having owned seven 914's (currently have 4, 3 of which are original 2.0's),
two type 4 cars, five type 4 powered buses, an an air cooled Vanagon...and
having rebuilt and installed six type 4 motors, I have to add a few comments
to the FAQ's you pulled off the net:

1. The cases are identical...bus, 914, type 4...there was supposedly a
magnesium early case in Europe, but I have never seen one. THE OIL FILTER IS
IN THE EXACT SAME LOCATION. (Maybe it just looks different because of the
mid-engine layout...but it's the same place on the block). There are some oil
filler and dipstick machining changes but the case castings are the same
(except Vanagon air-cooled with cast-in breather box).

2. The flywheel of the 914 is longer in the axial direction (1/4 inch).
otherwise the outside diameter is the same. The clutch size is the same as
the 215mm bus (74or 75) but smaller than the later 228mm bus.

3. The cranks are basically the same except that all 2 liters are offset
ground for the extra stroke.The mains are the same, but the big end rod
bearings are smaller on the 2 liters.

4. Pistons are definitely different between the 2.0 bus and the 2.0 914. The
1.7s and 1.8's in given configurations  (411 versus 914) appear the same (the
bus carbed versions are different than the FI versions on the 914 (for
obvious reasons). 

5. Except for the 2.0 914 version (many call it the Porsche head), all the
others are the same castings with different size valves, different valve
material (sodium), and different machining (combustion chamber and spigot
opening for cylinder 1.7 size  or 1.8/2.0 size). 

6. Bump sticks - Haven't figured these out yet. The ones I have had out and
compared look very similar (didn't have equipment to measure), but I know the
914 motors have more top end (could just be the bigger valves).

Hope this helps those who are look at these engines for swaps. I have run 914
motors in buses, bus motors in 914's and am currently working on putting a
hybrid 914 2.0 hydraulic bus motor in my '67 square. For all the nonbelievers
out there, the type 4 is dimensionally similar to the trpe 3...I think if VW
had been able to keep making the type 3, a sport type 4 upgrade might have
been offered :-)

Mike