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<DIV>In a message dated 6/22/2017 4:48:01 P.M. Eastern Daylight Time,
ray@mendomail.com writes:</DIV>
<BLOCKQUOTE
style="BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MARGIN-LEFT: 5px"><FONT
style="BACKGROUND-COLOR: transparent" color=#000000 size=2 face=Arial>I have a
chance to pick up a '76 914 with good 1.8 motor and 5 speed. Any thoughts on
using that in a 65 notch?<BR><BR>Ray</FONT></BLOCKQUOTE>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial>If you can pick up the pair cheap enough, do so. I'd sell the trans
to someone looking for one (or is willing to spend the money on it), and keep
the motor. Strip off ALL of the L jet FI parts and sell them to a bus owner, or
a 914 owner, or even a type 4 owner and convert the engine to carbs. If
your existing trans is a later unit, or has had the bellhousing ground out for a
200 mm clutch, you can use it, BUT you'll have to use a
conversion flywheel as there's no 210 mm pressure plates available for
the earlier swing axle transmissions, and you'll need the pilot bearing moved to
the flywheel for it to work. Then swap out the 914 engine hanger bar for a bus
unit, so you can open your options for adding engine support. You'll also need
bus heat exchangers if you want heat, or go with 411/412 units if heat isn't a
problem. Then you'll need to find some shorty manifolds (or have some cut down
& welded) so you can fit a set under the floor. After all of this, then you
need to figure out which exhaust system you want to run. </FONT></DIV>
<DIV>Another thing you'll want is a copy of Nate Morse's template that converts
the type 3 cooling bellows to be used with the type 4 engine. It's a
downloadable PDF I think. It's basically a piece of sheet metal, that already
been cut to size and has both the openings and bolt holes already located.</DIV>
<DIV> </DIV>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial>Needless to say this ISN'T an "overnight" conversion. It took me
almost a full year just to gather the bits and pieces to put a T-4 engine
into a type 3. And then I never ran it as I never had time to play with it. :O
</FONT></DIV>
<DIV> </DIV>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial>In fact my son and I are almost finished converting a 1.7L T-4
engine out of a 914 that I picked up from Keith Park years ago. It's currently
sitting in his topless 65 Squareback (The Pile of Bleached Bones as Keith so
aptly named it). Yes Keith, we've had it running (it's nice and smooth too
and no oil leaks :-)), and it's almost ready for it's maiden cruise (our local
cruise night). We're using an FI distributor and a set of shorty ICT
manifolds on it, and I spent part of today dialing them in (mostly
getting the idle speed down). The carbs are an older set of CB Performance
carbs he had on his 1600 T-3 engine, so the jetting is probably off. It doesn't
help that they haven't had air and fuel thru them in the last couple of years.
Yes, we should have gone thru them, but my son is in a hurry, and we know how
that goes (it's been a thrash around here for the last 2 1/2 weeks trying to get
it ready to go Friday afternoon). That car also got a full IRS conversion done
to it earlier this spring (yes Keith, it's now more type 3 than it was
before ;-) ), as we've replaced the rear half of the car, and fitted the early
stuff to it, along with readjusting the rear 65 fenders. The side bonus to doing
the IRS conversion, is that it allowed us to use a 210 mm conversion flywheel
and clutch assembly. He still wants to drop the car 1 spline all around to make
it even lower though.</FONT></DIV>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial></FONT> </DIV>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial>OP, I hope this helps.</DIV>
<DIV><BR>
<DIV> </DIV>
<DIV><FONT lang=0 size=2 face=Arial FAMILY="SANSSERIF" PTSIZE="10">Bob 65 Notch
w/Factory Sunroof converted to
IRS</FONT></DIV></DIV></FONT></FONT></BODY></HTML>