Bus and 914 engine difference |
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Bus and 914 engine difference |
cal44 |
Sep 24 2017, 11:37 AM
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#1
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Member Group: Members Posts: 165 Joined: 8-October 09 From: Encinitas, Ca. Member No.: 10,910 Region Association: Southwest Region |
Lads,
Not being fully versed on everything VW, I was curious if the a 2.0 Bus engine and a 2.0 914 engine are the same......Or, will a Bus 2.0 bolt right into a 914. Air cooled of course. Also 1.7 and 1.8 while you are at it. Thanks bunch. Mike Sarcastic remarks welcome, I like the humor |
SirAndy |
Sep 24 2017, 12:13 PM
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#2
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Resident German Group: Admin Posts: 41,669 Joined: 21-January 03 From: Oakland, Kalifornia Member No.: 179 Region Association: Northern California |
The cases are similar but not exactly the same and the internals are somewhat different.
The bus engine is build to give a lot of low end torque to haul around 5000+ pounds, it won't rev past 4k rpm and makes no power at those rpms. You can put one of those in a 914 but i'm pretty sure you wouldn't like it ... (IMG:style_emoticons/default/bye1.gif) |
tomh |
Sep 24 2017, 01:03 PM
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#3
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Member Group: Members Posts: 322 Joined: 28-February 10 From: san jose Member No.: 11,412 Region Association: None |
I test drove one last year with a bus 2.0 and it performed worse than any 1.7 I've ever had.
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r_towle |
Sep 24 2017, 01:16 PM
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#4
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Custom Member Group: Members Posts: 24,585 Joined: 9-January 03 From: Taxachusetts Member No.: 124 Region Association: North East States |
The oil dipstick is in a different location
The heads have smaller valves and hydraulic lifters The crank is the same Lower compression dished pistons |
mmichalik |
Sep 24 2017, 01:47 PM
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#5
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MikeM Group: Members Posts: 700 Joined: 27-January 16 From: Valley Center, CA Member No.: 19,600 Region Association: Southern California |
The 914 2.0 also has a windage tray in the oilpan that the bus 2.0 does not. (if memory serves correctly)
Someone correct me if I'm wrong though.... |
porschetub |
Sep 24 2017, 02:09 PM
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#6
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Advanced Member Group: Members Posts: 4,703 Joined: 25-July 15 From: New Zealand Member No.: 18,995 Region Association: None |
Bus motors work very hard,run hot and are more prone to dropping exhaust valves for that reason,all comments on the performance are correct,the saving in buying these motors is soon used up to get them to work,914 motors are still fairly cheap to buy .
I read somewhere the cases more often need line boring ,haven't seen this myself however. I have a stock 1.8 bus ROW motor it has the larger valve heads and higher compression pistons, electronic ignition, twin Weber DCNVA's and freeflow exhaust,runs very well and makes pretty good power,the US motors were hampered by decreased valve size,small ports and low compression. Not saying it can't be done but is it worth it ?? |
cal44 |
Sep 24 2017, 02:10 PM
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#7
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Member Group: Members Posts: 165 Joined: 8-October 09 From: Encinitas, Ca. Member No.: 10,910 Region Association: Southwest Region |
I'm a bit of a numbskull. What I should have written was, as an example, would a 2.0 block from a bus bolt directly in a 914. But, I think youz guys answered the question. Dip stick is in different location?
And I reckon somewhere on the block (using a 2.0 as the example) there is an I.D to indicate its use for a 914. I remember the GA and three bolts on heads but don't recall the block I.D. My reason for asking is, there are always folks selling related items on CL, I don't want to make a bonehead mistake. I'm trying to ease back into 914's (it's been a long time) as I have been away into the early Boss 302's, Tigers and 911's. |
Dave_Darling |
Sep 24 2017, 02:58 PM
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#8
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914 Idiot Group: Members Posts: 14,991 Joined: 9-January 03 From: Silicon Valley / Kailua-Kona Member No.: 121 Region Association: Northern California |
The Bus has a filler and dipstick that go into a funnel bolted onto the front-right corner (914 engine orientation) of the case. The Bus also doesn't have the dipstick tube on the top. On some later Bus cases, the oil filler tower is cast over solid.
Those are the primary difference in the cases, as far as I know. You can block off the hole in the case where the Bus filler and dipstick go, drill a hole and add the top dipstick, and if the tower is cast over you can machine it off and use the 914 filler assembly. But it's usually a lot easier to use a 914 case. Or one of the VW applications that has the top filler and dipstick--there are some. The 914 cases have engine numbers that start with W, EA, EB, EC, GA, GB, or GC. The GA/GB/GC (these are the 2.0 engines) numbers would be found in front of the oil filler. The other 914 engine numbers would be found on a boss on top of the case on the right side near the flywheel end. Note that some of the VW cases have non-GA/GB/GC numbers in front of the oil filler tower. Also note that W, EA, EB, and EC were also used in some non-914 applications. GA, GB, and GC were only used in 914s. --DD |
barefoot |
Sep 25 2017, 07:40 AM
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#9
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Senior Member Group: Members Posts: 1,279 Joined: 19-March 13 From: Charleston SC Member No.: 15,673 Region Association: South East States |
When i got my 76, it had already been few at least one engine rebuild, it was a correct 2.0L GC code block but was equipped with 022-101-372G bus heads with smaller 48cc chambers. Later I acquired a GA code 2.0L motor with the proper 039-101-371A large valve heads but has larger 60cc chambers.
If you want high compression and smaller valve sizes, the bus heads will do that for you |
McMark |
Sep 25 2017, 07:56 AM
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#10
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914 Freak! Group: Retired Admin Posts: 20,179 Joined: 13-March 03 From: Grand Rapids, MI Member No.: 419 Region Association: None |
I'm still not sure if you're looking to buy a running motor to install, or a core engine to build something.
If you're looking for a running motor, anything Type4 will work with some modest changes. The bus/411 flywheel is different, the mounts will have to be swapped with 914 components, etc. Do-able, not terribly difficult either. If you're looking for a core engine for a build project, get a non-bus case. You can convert the dipstick and oil filler, but 1.7 or 1.8 core engines can be found for cheap still and I've found if you can't start your engine build with a 914 2.0 core, then ignore the other engines/cars and find any 914 engine of any size as your starting point. |
flmont |
Sep 26 2017, 09:56 PM
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#11
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Senior Member Group: Members Posts: 879 Joined: 21-October 08 From: Tucson,Az Member No.: 9,676 Region Association: Southwest Region |
To completely change the topic (although a little related),..why can a type 1, 2 or 3 VW engine create such strong and reliable HP and TQ numbers when the type 4 supposedly cant ??
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falcor75 |
Sep 26 2017, 10:24 PM
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#12
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Senior Member Group: Members Posts: 1,579 Joined: 22-November 12 From: Sweden Member No.: 15,176 Region Association: Scandinavia |
To completely change the topic (although a little related),..why can a type 1, 2 or 3 VW engine create such strong and reliable HP and TQ numbers when the type 4 supposedly cant ?? The type 4 can be built to give any hp number you want. But because there are so few willing to pay the cost you dont see it done by companies because there isnt a huge market for it. |
McMark |
Sep 27 2017, 06:19 AM
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#13
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914 Freak! Group: Retired Admin Posts: 20,179 Joined: 13-March 03 From: Grand Rapids, MI Member No.: 419 Region Association: None |
They have a better exhaust port design.
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DM_2000 |
Sep 27 2017, 02:24 PM
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#14
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Member Group: Members Posts: 217 Joined: 16-August 17 From: PA Member No.: 21,351 Region Association: None |
Then the next question is, why not go to a T1 engine with T3 cooling fan?
From what I recall the limiting factor with the T1 was engine case strength. There are now aftermarket cases eliminating that issue. |
flmont |
Sep 27 2017, 09:07 PM
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#15
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Senior Member Group: Members Posts: 879 Joined: 21-October 08 From: Tucson,Az Member No.: 9,676 Region Association: Southwest Region |
Oh, researching what to do with my car a couple years back,either stroke the 4 or go water pumper,..I ran across all those crazy built VW's and thought why cant I build a type whatever engine but its also said the fitment can be a issue.maybe my other 914 could go type 3 or something ??
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McMark |
Sep 28 2017, 06:22 AM
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#16
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914 Freak! Group: Retired Admin Posts: 20,179 Joined: 13-March 03 From: Grand Rapids, MI Member No.: 419 Region Association: None |
Honestly, I can't believe that nobody's put a T1 into a 914 before. Well, I'm SURE it's been done. I guess I can't believe it's not done more.
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Mikey914 |
Sep 28 2017, 09:40 AM
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#17
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The rubber man Group: Members Posts: 12,677 Joined: 27-December 04 From: Hillsboro, OR Member No.: 3,348 Region Association: None |
My understanding it's the T2 with the dual relief case you want to build. I had one built a long time ago when I snapped the crank on my 66 912. It put out way more power and was quite reliable at least for the year I had it running.
The cooling housing and exhaust ports are the issues. They are cheaper to build, but you are going to have to do some modifications to make it work. Mark |
DM_2000 |
Sep 28 2017, 06:15 PM
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#18
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Member Group: Members Posts: 217 Joined: 16-August 17 From: PA Member No.: 21,351 Region Association: None |
The T2 case will have 3 bosses around the oil pump for the engine mount. If a regular case is used, an adapter would be needed.
The 2X relief is based on year not type. The type 3 motor has a cooling fan setup like a T4 . Cooling tin for any of these motors would need to be extended so it seals to the 914 body. This is critical to prevent hot air from recirculating into the engine compartment. I just looked at a 2056 , 2270 and 2563 engine kit that includes everything except a block / tin / cooling / ignition / fuel . These are $ 9,400 to $ 9,800 for 120 to 190 HP, I don't know what a T1 will cost to build but is has to be way less these days. |
r_towle |
Sep 29 2017, 07:33 AM
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#19
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Custom Member Group: Members Posts: 24,585 Joined: 9-January 03 From: Taxachusetts Member No.: 124 Region Association: North East States |
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DM_2000 |
Sep 29 2017, 05:06 PM
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#20
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Member Group: Members Posts: 217 Joined: 16-August 17 From: PA Member No.: 21,351 Region Association: None |
T1 into early 912
http://www.shoptalkforums.com/viewtopic.php?t=32894 There were also some threads about a Porsche trans in a T1 Bug that I can find again at the moment. A T4 capable manual trans has a longer pilot on the input shaft than the T1, this would need to be addressed. Summit is showing fully assembled long block zero mile 2275 and 2332 T1 engines for $ 3,300 and $ 3,400, ( This is less tin, cooling , flywheel / clutch, fuel , ignition ) I didn't look at HP though. Engine kits are here. http://www.scatvw.com/engine-kits ( $ 3,000 ) Nitrided chromoly forged crankshaft NEW SCAT forged H-Beam rods (Chevy or VW journal) NEW Stroker AS41 dual by-pass engine case NEW ‘D Port’ polished dual-port heads NEW 3/8″ cut to length chromoly pushrods NEW Crankshaft Gear Assembly Kit #10207 NEW 40-piece Engine Lock Nut Kit #10173 NEW Universal Engine Case Hardware Kit # 10205 NEW SCAT adjustable O-Ring aluminum pushrod tubes NEW 4140 chromoly 8mm dual-port cylinder/head stud kit http://www.scatvw.com/engine-kits |
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