<div dir="ltr">"
I don't know about the Type 25, but they moved to the water-cooled heads on an enlarged capacity Type 1 quite soon in that model."<div>+++</div><div>The Type 25 is the Vanagon which had a air-cooled Type 4 engine in the first couple of years, '80 and '81 and then they changed to the water cooled version.</div><div><br></div><div>I wonder if any of the T3 engines were shipped to Brazil or other countries which might explain excess engines.</div><div><br></div><div>Jeff '67 Sqbk and had an '80 Vanagon for 14 years.</div></div><br><div class="gmail_quote"><div dir="ltr" class="gmail_attr">On Wed, Aug 14, 2019 at 10:35 AM Dave Hall <<a href="mailto:dave@hallvw.clara.co.uk">dave@hallvw.clara.co.uk</a>> wrote:<br></div><blockquote class="gmail_quote" style="margin:0px 0px 0px 0.8ex;border-left:1px solid rgb(204,204,204);padding-left:1ex">The Type 1 engine works fine in a Type 2, but has to have different tinware and a foam seal to make sure the cooling air can't mix with the spent (warm) air. I assume the bigger engines work just the same. In 1972 the cooling air intakes were enlarged, replacing the pretty crescent-shaped ones. They do act as scoops I don't think there's any internal trunking in Bay window Type 2s. I don't know about the Type 25, but they moved to the water-cooled heads on an enlarged capacity Type 1 quite soon in that model.<br>
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Dave<br>
UK VW Type 3 and 4 Club.<br>
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-----Original Message-----<br>
From: "Jim Adney" <<a href="mailto:jadney@vwtype3.org" target="_blank">jadney@vwtype3.org</a>><br>
Sent: 14/08/2019 16:17<br>
To: "<a href="mailto:type3@vwtype3.org" target="_blank">type3@vwtype3.org</a>" <<a href="mailto:type3@vwtype3.org" target="_blank">type3@vwtype3.org</a>><br>
Subject: Re: [T3] Diagnosis help for a badly running 1971 VW 411<br>
<br>
On 13 Aug 2019 at 21:18, Dave Hall wrote:<br>
<br>
> The Type 3 dual carb engine overproduction has definitely been confirmed<br>
> as being used mainly in the Type 2. It was also used as an industrial<br>
> engine. <br>
<br>
I can definitely see this as an industrial engine, but I have trouble seeing <br>
how to fit one in a bus. I'm giving away my ignorance about buses, but it <br>
seems like getting the cooling air to the engine would require a complete <br>
redesign of the rear of the bus. Maybe VW did this redesign for '72, when we <br>
know they managed to stuff the Type 4 engine in there.<br>
<br>
Which brings up the question: What did VW have to do to the bus body to <br>
get cooling air into the Type 4 engine? Did they have to lengthen the body or <br>
just shorten that shelf behind the engine? Did they make airducts in the body <br>
or just seal the engine, top from bottom, and let the engine suck from the air <br>
above?<br>
<br>
Whatever they did, this would have been a different engine than what was <br>
produced for Type 3s. I'd expect it to get a different engine prefix. Same for <br>
industrial engines.<br>
<br>
I guess I don't know how they did this for Type 1 industrial engines.<br>
<br>
BTW, when my daughter was young, she figure skated, and one day when <br>
we were at the local ice rink, I managed to talk to the Zamboni driver after he <br>
refinished the ice. Turns out that this was an OLD Zamboni, and the engine <br>
in it was a VW Type 1 engine. The Zamboni at the rink on the other side of <br>
town was newer and had a Rabbit engine. Small World. ;-)<br>
<br>
-- <br>
*******************************<br>
Jim Adney, <a href="mailto:jadney@vwtype3.org" target="_blank">jadney@vwtype3.org</a><br>
Madison, Wisconsin, USA<br>
*******************************<br>
<br>
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