Aircooled VW South Africa

For all those contemplating their own type 4 conversion:
A lot of people will probably start looking for a 2 liter engine.
Obviously this is a great start for displacement but most 2 liters I see has been thrashed to death.
My dream conversion engine starts out as a 1700 Fuel injected 411/12 sedan engine.
the reasons I like this engine is as follows.
No fuel pump mount (it needs to be blocked for a type 1 install any way)
Dipstick hole and tube already present in case.
Oil filler hole closed so no block off plate.
In standard form pretty large valves
The flywheel is type one compatible.
Heat exchangers are easier to fit a bug.
With two 36 idfs and no other mods gives about 60 kw at the flywheel which is nice in a bug
if you absolutely needs 2 liters it requires the heads to be flycut ,2l pistons and sleeves and 2L crank and conrods (usually pretty easy to source.
I have found those 1700 engines for about R500 with some searching.

The 1700 aned 1800 engines are the sweetest . They rev better are much more economical for the power created and last longer. They stroke to bore ratio is better.
The 2 lt was a compromise and primarily created to put out a few more ponies for trhe US market which had more stringent emmision controle which overburdoned the 1700s, Petr

They are hens teeth in this country. . .
My dream engine would be a nice 1700 with a mild cam,then at a later date I would get a set of deutz cylinders with chevrolet pistons,for a total of 2140cc

how much is 60kw in a bug?if were to race another car...would it beat a 1.4 corsa or a 1.4 golf...ect?and how hard is the conversion of the 1700 t4 into a bug?

What i means is the things impi mentioned are those the only thing to do...and then you just pop it in?

dubster wrote:What i means is the things impi mentioned are those the only thing to do...and then you just pop it in?

Yip, pretty much only that!

That looks so good

IMHO, much nicer than an overpriced DTM

Excuse me while I go take care of this woody....

hi guys i wanna put a t4 turbo in my buggy does anyone know what they can rev to , and how much boost std , std cr etc.
i picked up a 2.0l for R 500.00 , "just been overhauld " he said , well it was but doenst turn nicly , so will have to strip down , but barrels look new , even nice in valve covers, he said it did turn after overhaul but then it stood for 2 years while buildn the body , camper , what does impi charge for his type1 kit ,
i wanna take my rocam out as i miss the boost , and i have other use for it to , it new 15000k on the clock,

That was a good price for the type 4. Speak to IMPI regarding a turbo, as he is building a type 4 turbo fastback

Several years ago, I bought for £50 Sterling, a second-hand, WO-Series, 1971 VW 411LE (1679 cm³ displacement = 66 mm stroke x 90 mm bore) engine, with most of the Bosch D-Jetronic fuel injection system, but lacking all of the cooling system.

Having later bought for £350 Sterling, a very tatty, 1974 VW 1800 Type 2 panel van, which was barely road worthy, I have been building a VW 17/1800 Type 4 hybrid engine (8·0 : 1 compression ratio, 1911 cm³ displacement = 66 mm stroke x 96 mm bore – VW 411LE crankcase & associated components, NPR 96 mm bore cylinder barrels & flat-crown pistons and "gas-flowed" VW 1800 Type 4 cylinder heads), to substitute into my British specification, 1973 VW "1600" Type 2 Kombi based, Westfalia Continental campervan.

In the first instance, I shall match it to the 1974 VW 1800 Type 2, four-speed transaxle, but ideally I would like to find a way of using a 1983~92 VW 1900 Type 25 (i.e. T3 or Vanagon), five-speed transaxle; possibly substituting a Quaife limited-slip differential.

I'd love to have the space to play around like this.
Must remember to buy a nice big shed soon

Question. Apart from a 411. Which other vehicles came out with a type 4 engine as standard. Is the kombi 2 l aircooled also a type 4?

Yes it is,so is the 1800 and the 1700

Obvious next question. Do you or should you need to change the cooling shrouds to fit a beach buggy?