WTB (or swap for) - VW type IV 2.0 engine and/or parts to same, in SE'ern USA

............Most enthusiasts are like me and don't want to get rid of their

Avoid the bus engine (easily worn out by busing a heavy square box down the road!) and get one from a Porsche 914 (they rust badly so many are available) or the VW 411/412 (they only recently became collectable to a small crowd). A 1.7L or 1.8L is the same block so don't avoid it. I thought the Cali conversion utilized the T4 upper sheet metal?

..............Bus engines are usually OK for rebuilding. The case, crankshaft & rods are almost bullet-proof. The valve seats & guides are a different story of course. With a set of rebuilt heads from a reputable shop and new p&c's & rebuilt rods along with everything else involved in a complete rebuild, the average 2.0 bus engine is an excellent candidate for a type 4 conversion in a bug (read Joe Cali's manual). 914's & 411/412 sedans are harder to find than a bus and even the rusted out ones are usually over-priced. Remember, Porsche never sold very many 914's in comparison to VW's baywindow bus and a lot of the 914's had the 6 cyl. engine. 411/412's are even more difficult to find than type 4 powered 914's. Several years ago, I came upon a rusted out 914 that had been sitting outside for at least a decade and the owner said that I could have it for $1000 !!!..........it's probably still sitting where I saw it.

Hi, Yes you do use the upper cylinder covers from a T-4 for the conversion actually Two sets are needed. But worst case, you can get the covers made of fiberglass from Sharpbuilt or CSP. Also the gen/alt stand can be bought or made. A new trend is making them out of steel. That's real nice because it can be welded easy and some wild designs lend to more space in the engine compartment.

As for a case, all are the same but, it is better to know the case was pushing a 2200 lb 914 rather then a 4400 bus. The bottom end on any rarely if ever have a problem The other nice thing about the 914 is the oil dip stick is in the correct place, which is not a big deal because the adaptors are available. There are people willing to give T-4 engienes away. Just keep your eyes open and get the word out. Mine original engine is still running like new and has over 50k on it. The only problem I have is getting it to running temp. here in NY with temps well below freezing. The reason being the engine is not working to push the 1700 bug, not even breaking a sweat. One thing if you want nice power, think CAM. Joe

Joe's got it right, I'm currently running 2 914's, both have an Elgin

This one is advertized as 266 duration, 50 deg overlap with a lift of

-5... Elgin can drill out the rivets and sells high strength bolts for the racer crowd, I didn't think that was necessary for a stock or slightly oversize engine. My L-Jet car is a 2.0 while the Webers are feeding a 2.056 (96mm slip-ins, so far so good, we'll see how long they last!)

MTS (back after a l>One thing if you want nice power, think CAM.