<html><body><div style="color:#000; background-color:#fff; font-family:HelveticaNeue, Helvetica Neue, Helvetica, Arial, Lucida Grande, sans-serif;font-size:12pt"><div><span>I think I will answer this a couple of ways.</span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span><br></span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span>One would be price; I was able to source a newly rebuilt engine at a great price. I was also able to source a great set of Italian Dellorto 40's for a great price. As of right now I am less than $1300 total investment in this conversion, and I feel that some of the will be returned when I sell the type 3 engine I
have. Even if I were to only get $600 for my current engine, I am then $700 invested. I will be the first to say that my expenses are FAR from final, but the bulk of the expense is going to be in carburetors and engine. And I suspect that I will be under $1000 total at completion.</span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span><br></span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span>Sourcing parts at a great price, in great condition, is the key to any cost-effective conversion. Getting input from other who have done this conversion more than once is also a good way to avoid costly pitfalls along the way. That is why I post on this
mailing list and call people across the country to get input BEFORE I embark on my journey.</span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span><br></span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span>Then you factor in the fact that the type 4 engine was designed for the heavier Type 2 and performance oriented 914. They are more robust, come stock at 2.0 and cool far better, by design, than the type 1 engine. They were the next step in VW engine engineering. They also have power at the lower RPM range that the type 1 engine simply does not have without stroking it and decreasing longevity. I am not saying that stroking a motor cannot be
done without a decrease in life, but I would venture to say that most people that stroke an engine do it for performance and not longevity. </span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span><br></span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span>I also think that a lot of people fail to realize that these engines came in the Type 4 411 and 412 that shared a LOT of parts with the type 3. This is NOT a labor intensive swap. It is not a bolt in, but it is very close. The modifications are a minimum of the effort. As long as you have the skills (or in my case, access to those with the skills) you can cut cost
tremendously. </span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span><br></span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span>Along those lines, I would venture to say that a 2110, being bigger by nature, would take just as much modification to make fit in the stock type 3 tins and engine bay as I am going to have to do to get a type 4 in. I have no experience with this, but I do know that a stroked engine is a bigger engine. It would take modification of stock parts just like I am having to modify stock parts. </span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica,
Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span><br></span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span>Just because something is different or not understood doesn't make it wrong. Any of you that are close enough to me are more than welcome for a ride when I get it going. Remember, I haven't even ridden in a type 4 converted type 3, but I am willing to take the chance because it is fun, it is custom and I think it will pay off in the end. We will see.</span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span><br></span></div><div style="color: rgb(0, 0, 0); font-size: 16px; font-family:
HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; background-color: transparent; font-style: normal;"><span>Adam</span></div><div class="yahoo_quoted" style="display: block;"> <br> <br> <div style="font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; font-size: 12pt;"> <div style="font-family: HelveticaNeue, 'Helvetica Neue', Helvetica, Arial, 'Lucida Grande', sans-serif; font-size: 12pt;"> <div dir="ltr"> <font size="2" face="Arial"> On Tuesday, February 4, 2014 10:18 AM, Mike Fisher <fisherfarms@gmail.com> wrote:<br> </font> </div> <div class="y_msg_container">I agree! Any 1776-2110cc Type 3 engine would solve any lack of power<br>problem easier. Not to mention the apparent lack of Type 4 bearings etc!<br><br><br>On Tue, Feb 4, 2014 at 9:10 AM, FE Meek <<a ymailto="mailto:ftalker@gmail.com" href="mailto:ftalker@gmail.com">ftalker@gmail.com</a>>
wrote:<br><br>> Hi there<br>> Other than the challenges of adaptive engineering, I really have never<br>> understood the "T4 into a T3" conversion. This, I suppose, is the VW<br>> example of fitting a 911 six into a 356 body....it can be done, but why?<br>> Each of these Porsches and VW's was engineered fairly well for their<br>> purposes, and the aftermarket community has contributed much to the<br>> enhancement of the stock formulas. I am not at all criticizing the efforts<br>> of those intrepid, (and more wealthy), individuals who have taken these<br>> leaps. I just don't get it.<br>> I have owned VW's and Porsches for years, and I have always found ways to<br>> "improve" a bit on the original, (now fifty and sixty year old designs),<br>> for a more modern edge on reliable, established engineering. For instance,<br>> full flow filtration on the early VW and Porsche engines makes
sense for<br>> many reasons, even though many of us who've been there in the "day," know<br>> of not a few of these cars without the full flow advantage going 100K with<br>> good and timely service and regular oil changes. But, I have full-flowed<br>> all of my VW's from my first one. Also, when I thought that speed,<br>> acceleration were limited for my taste, I built bigger engines, still<br>> maintaining the ideas of reliability and longevity. I currently have a<br>> split-window T2, the engine for which I rebuilt in 1977. Its full flow,<br>> externally cooled power plant has motored along to nearly 80K, (with<br>> reduction boxes), and is still strong. My T3 Square, which attended the<br>> first invasion in Parma, has a 2110cc motor, w<br>> hich is both full flow and electric fan cooled with Webers that pull this<br>> wagon along at any speed that I believe this design
allows. On one lonely,<br>> straight stretch of open, dry Western highway, it reached well over the<br>> capacity of the speedometer to accurately calculate. And, I live in NW<br>> Colorado, where mountain passes are a standard landscape feature and, if I<br>> so desire, can accelerate past most vehicles safely and quickly. When I<br>> drive more sanely, I can achieve thirty plus MPG at maximum road speeds.<br>> So, I look at these motor swaps with some curiosity, amusement and<br>> interest.<br>> Best regards,<br>> FE Meek<br>><br>><br>><br>><br>><br>><br>><br>> Sent from my iPad<br>> _______________________________________________<br>> VWType3.Org mailing list - <a ymailto="mailto:type3@vwtype3.org" href="mailto:type3@vwtype3.org">type3@vwtype3.org</a><br>> <a href="http://lists.vwtype3.org/listinfo.cgi/type3-vwtype3.org"
target="_blank">http://lists.vwtype3.org/listinfo.cgi/type3-vwtype3.org</a><br>> Contact <a ymailto="mailto:gregm@vwtype3.org" href="mailto:gregm@vwtype3.org">gregm@vwtype3.org</a> if you need help with the list.<br>><br><br><br><br>-- <br>Eugene, Oregon<br><br><a href="http://s169.photobucket.com/albums/u236/mr_bojangles500/" target="_blank">http://s169.photobucket.com/albums/u236/mr_bojangles500/</a><br>-------------- next part --------------<br>An HTML attachment was scrubbed...<br>URL: <<a href="http://lists.vwtype3.org/pipermail/type3-vwtype3.org/attachments/20140204/02a470a7/attachment.htm" target="_blank">http://lists.vwtype3.org/pipermail/type3-vwtype3.org/attachments/20140204/02a470a7/attachment.htm</a>><br>_______________________________________________<br>VWType3.Org mailing list - <a ymailto="mailto:type3@vwtype3.org" href="mailto:type3@vwtype3.org">type3@vwtype3.org</a><br><a
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