356SC 2.0L in my 914, have some questions... Options

[Nor.Cal.914]

My current 1.8 Type IV in my 914 is in need of a rebuild and I want to get it out of the car fast. I just received a freshly rebuilt 2.0L from a 356SC (Type I ??)for free this weekend and I am planning on putting it into my 914 as a temporary fix until I can fully rebuild my 1.8. I'm posting here with a few questions:
1. Do I have to use the 356 flywheel and clutch assembly or is there a way to run the flywheel and clutch assembly from the 914? The flywheel looks like it is held on by a single center nut on the 356 engine so I assume Type IV flywheels will not bolt up to this engine?
2. Is there a difference between a flywheel for a 6V system vs. a 12V system? Are there more or less teeth on the ring gear for a 6V system compared to a 12V? I only question this because maybe there are more teeth on a 6V system to be able to spin the engine faster?
And finally, is there anything else I should know that has to be done to make this engine work? Like I said, this is only a temporary fix until I can fully rebuild my 1.8L Type IV so I would just like some help on finding out what I need to know to make this engine work. Thanks!
-Chris

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Also, I was told that the 901 will bolt up to a 356 engine so I am hoping that means there is a way to make this all work!

[Cap'n Krusty]

You want answers? Here goes. A 356 engine is 80-100 HP 1.6L, not 2.0L. It's also not a Type 1. HUGE difference! Common big bore applications bring it up to like 1720ccs. The engines are fragile, and broken cranks are not uncommon. A proper rebuild with good (but not "top") quality parts and labor can EASILY top $10K. Going first rate can be $14-15K. To accommodate coupling one to a 914 transaxle requires a 912 flywheel and clutch. Flywheels are a dime a dozen, relatively speaking, as a great many 912 engines have either gone into 356s or gone to engine heaven. 912 clutches have gotten uncomfortably pricey.

6 volt starter ring gears are smaller in diameter than 12 volt ones, and have fewer teeth. A 12v ring gear installed on a flywheel and fitted to a 356 transmission will interfere with the bell housing.

As far as making it work in a 914, you'll need a 12v generator and regulator. As the small diameter 12v generators are nearly NLA in any form, you'll need a generator stand for the larger generator ('68-'69 912) and the associated generator tin. You'll need to figure out a way to attach a home fabricated motor mount to the front of the engine, and there is no place on the case to fasten it. That means you'll need to fit and pin a 912 front cover to the engine. Doable, IF you know what you're doing. THEN you have to build the mount. Finally, you'll have to fabricate an engine compartment air seal between the engine and the body. Any air going up or down around the engine is not good, and will contribute to overheating. You'll have to fabricate an exhaust system from scratch, because there aren't any out there that I've ever heard of.

This all assumes the fan shroud will even clear the engine lid and/or the rain tray.

All this stuff applies to a T1 engine, EXCEPT, you'll have to buy a custom made T1/T4 adapter flywheel and a special clutch. A 2L T1 engine is apt to be AT LEAST as fragile as a 356/912 engine, BTW.

There you go, everything you wanted to know, most of which you didn't really want to know .................... The Cap'n

[Nor.Cal.914]

You want answers? Here goes. A 356 engine is 80-100 HP 1.6L, not 2.0L. It's also not a Type 1. HUGE difference! Common big bore applications bring it up to like 1720ccs. The engines are fragile, and broken cranks are not uncommon. A proper rebuild with good (but not "top") quality parts and labor can EASILY top $10K. Going first rate can be $14-15K. To accommodate coupling one to a 914 transaxle requires a 912 flywheel and clutch. Flywheels are a dime a dozen, relatively speaking, as a great many 912 engines have either gone into 356s or gone to engine heaven. 912 clutches have gotten uncomfortably pricey.

6 volt starter ring gears are smaller in diameter than 12 volt ones, and have fewer teeth. A 12v ring gear installed on a flywheel and fitted to a 356 transmission will interfere with the bell housing.

As far as making it work in a 914, you'll need a 12v generator and regulator. As the small diameter 12v generators are nearly NLA in any form, you'll need a generator stand for the larger generator ('68-'69 912) and the associated generator tin. You'll need to figure out a way to attach a home fabricated motor mount to the front of the engine, and there is no place on the case to fasten it. That means you'll need to fit and pin a 912 front cover to the engine. Doable, IF you know what you're doing. THEN you have to build the mount. Finally, you'll have to fabricate an engine compartment air seal between the engine and the body. Any air going up or down around the engine is not good, and will contribute to overheating. You'll have to fabricate an exhaust system from scratch, because there aren't any out there that I've ever heard of.

This all assumes the fan shroud will even clear the engine lid and/or the rain tray.

All this stuff applies to a T1 engine, EXCEPT, you'll have to buy a custom made T1/T4 adapter flywheel and a special clutch. A 2L T1 engine is apt to be AT LEAST as fragile as a 356/912 engine, BTW.

There you go, everything you wanted to know, most of which you didn't really want to know .................... The Cap'n

Well that about sums up my options then (IMG:style_emoticons/default/sad.gif) I appreciate you taking the time to tell me all of this though, that is extremely helpful info! How much do 912 flywheel/clutch/pressure plate assemblies run for? I'm sure it's more than it's worth, but I'm still curious to know. Thanks
-Chris