TR7
Reader
7/15/23 2:55 a.m.
Well, I always wanted to play with some air cooked VW stuff. It's probably a rite of passage as a car guy. So when this popped up down the road for less than the price of scrap, I decided to scoop it up. It just seems fun to tinker with.
I was told it's a 2,000cc type 4, but I cannot find an engine number anywhere on the block, only on the fan shroud, or tins I guess I should now call it, and that doesn't match anything I can find online.
There are a lot of resources on stripping down and rebuilding type1 motors, but the type4 (or TIV?) stuff is pretty spotty. Help finding a good book or websource would be great, maybe my search keys are not right.
Also, side note, why are engine stand attachments for these things so damn expensive?
TR7 said:
I was told it's a 2,000cc type 4, but I cannot find an engine number anywhere on the block, only on the fan shroud, or tins I guess I should now call it, and that doesn't match anything I can find online.
There are a lot of resources on stripping down and rebuilding type1 motors, but the type4 (or TIV?) stuff is pretty spotty. Help finding a good book or websource would be great, maybe my search keys are not right. ...
That's the engine serial number. a 1978-79 "GE" code.
For info, I'd start asking questions at thesamba.com
preach
SuperDork
7/15/23 7:46 a.m.
Steve_Jones said:
This is the book you need
https://vwparts.aircooled.net/How-to-Keep-Your-Volkswagen-Alive-The-Idiot-Book-p/vw-idiot-book-muir.htm
A must have. For any car guy really.
You have a motor from a bus. Like 72ish-84.
From Wiki:
In the Type 2, the Type 4 engine, or "pancake engine", was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines were 1.7 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped "Executive" model.[20] The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later US model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.
No clue why the stand adapters are so much money. I got mine new from a guy on craigslist for $50. He was just getting rid of it.
Fun to take apart but not worth rebuilding. Doubt there is any core value either. Bus people would probably rebuild their motor or put in a suby one. The 914 types look down in those, heads etc are not compatible with their 2 liter stuff. Yes the VWAC engine holder is different from everything else. I had to weld it onto my standard stand when into those motors.
buzzboy
SuperDork
7/15/23 9:26 a.m.
A 2 liter bus engine! Won't make porsche levels of power but the bottom end is solid and it can easily be punched out to even more displacement.
Boy, it's been a long time, but I seem to recall that back in the day, the type 4 engine was the one to build. Something about the case being stronger, maybe?
preach
SuperDork
7/15/23 11:14 a.m.
Type 1s love a turbo. But then you have Jake .
The last 2 liter bus motors had hydraulic lifters , great torque to push my Westy camper down the Autobahn ,
USA models had Bosch FI , and catalytic converters ,
if it was like mine it also had a weird starter that was not the same as a bug ,
what were you planning on doing with it ?
JThw8
UltimaDork
7/15/23 8:02 p.m.
I threw one of those together for the sandrail I took to the skidpad challenge a few years ago. I used 1.8 heads on the 2.0 which is good for a small compression boost. It wasnt a monster but certainly better than any T1 I'd ever run. The GE motors are nice because they are hydraulic lifter. T4 motors are an improvement over the T1 in every way *except* cost. There are a whole lot of cheap options for T1 builds but nothing is cheap on a T4. However as someone else linked above Jake Raby is builing reliable VERY high HP motors from the T4 platform. Its just not cheap. Its a cool motor but I'd probably opt for an subaru swap every time.
TR7
Reader
7/15/23 11:28 p.m.
Thanks all for the info!
I kept thinking "3E". But now G makes sense.
The plan is to clean it up, fuss around with it, and see if I can get it running. I just think it's a neat thing to build. Maybe long term, if scope creep creeps, I'll decide on a car to drop it in.
preach
SuperDork
7/16/23 6:41 a.m.
In reply to TR7 :
Same engine as a 914 minus reworked heads...