hi all i have read and ahve been keeping up with this forum and i am a big type 1 guy but u guys have me convinced.i have a question though how hard is it.arent type 4's cooled from the front that can reallt be prob for guys w/ bugs. and my other question is it cost effective if you have to convert the way the engine cools to make it like a type 1 cooling style if you have to.
-thanks bo
Why did you pick the Type 4 conversion?
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champagne superbeetle
- Posts: 176
- Joined: Fri Oct 14, 2005 8:51 am
I grew up in a family that had convertibles up until I ten. We almost never had the top down because it would raise havoc on my mom's hair. 
The last family convertible was replaced by my dad's '66 bug. That was the car with which I learned to drive (ages 12-14 until it was sold).
For a variety of reasons, I didn't own a convertible even though I always wanted one. My desire for an air-cooled VW slowly faded as other concerns would enter my life. I did get a VW in '86 -- a new Jetta -- that had a sunroof. The sunroof proved to be a poor man's drop-top but the car was fantastic as it lasted over 16 years in my possession and is still probably bringing enjoyment to someone.
Oddly, that Jetta was the springboard for our family becoming a VW-only family. After I paid off student loans which was after I went back to school which was after I decided to change professions, I wanted an air-cooled convertible to satisfy the two desires which got rekindled from my youth.
I was helping my then-85 year old dad look for a new car when 9/11 happened. My dad, a WW II vet, cooled to the idea of getting a new car. Most of the US reacted similarly. Being a contrarian by nature, I bought a new Cabrio. (My dad would soon buy a Passat and my wife a TDI Golf as well.)
While this took care of my desires for a 'vert, it did nothing for my air-cooled desires. In fact, I didn't know what I even wanted anymore. A Karmann Ghia convertible, a Thing, or a 914 seemed like drop-top overkill. Everyone owned a bug at some time or so it seemed, so that didn't fit my need to be a contrarian. Finding a suitable Type 3 or Type 4 seemed daunting.
Then in 2002, either Hot VWs or the now defunct-VW Trends had an article on the different "looks" of the Beetle. I immediately fell in love with the German Look and what it was about.
Since I knew next to nothing, I started to buy books and magazines from all over the world. I started going to sites like Super Beetles Only, German Look and here.
The more I read, the more I wanted a Super despite my mechanic's plea to do otherwise.
The more I read, the more I wanted a Type 4 engine despite my mechanic's plea to do otherwise.
In both cases, I would take the solid arguments for the above to my mechanic. He never disputed anything brought to him. In fact, he eventually conceded the Type 4 engine was a better engine that got a bad rep because VW's own mechanics were not so well versed in them and VW was in the process of switching to water-cooled cars.
He still discouraged me from a Type 4 because of its expense. He did not argue against the up-front expense versus the down-the-road expense argument.
In 2004, I finally bought a 1302 as my platform. Over the past two-plus years, I have upgraded the suspension, the brakes, the interior and a few other basic items.
By the end of this week, I will be picking up my '71 Super with a 2056 T4, a DTM, and one of Jake's "B" trannies from NO_H2O, the builder of Jake's awesome Spyder and the specialist making it all happen for me.
My decision on a Type 4 engine went beyond the expense argument I presented to my mechanic. It might have taken me a while to grasp the clinical definition of torque, but I knew the practical definition of it through the driving of my wife's TDI. Having that kind of a power curve with an engine that doesn't mind RPM's is exactly what I want -- and will be getting.
First stop on my way back home: the show at Toccoa.
The last family convertible was replaced by my dad's '66 bug. That was the car with which I learned to drive (ages 12-14 until it was sold).For a variety of reasons, I didn't own a convertible even though I always wanted one. My desire for an air-cooled VW slowly faded as other concerns would enter my life. I did get a VW in '86 -- a new Jetta -- that had a sunroof. The sunroof proved to be a poor man's drop-top but the car was fantastic as it lasted over 16 years in my possession and is still probably bringing enjoyment to someone.
Oddly, that Jetta was the springboard for our family becoming a VW-only family. After I paid off student loans which was after I went back to school which was after I decided to change professions, I wanted an air-cooled convertible to satisfy the two desires which got rekindled from my youth.
I was helping my then-85 year old dad look for a new car when 9/11 happened. My dad, a WW II vet, cooled to the idea of getting a new car. Most of the US reacted similarly. Being a contrarian by nature, I bought a new Cabrio. (My dad would soon buy a Passat and my wife a TDI Golf as well.)
While this took care of my desires for a 'vert, it did nothing for my air-cooled desires. In fact, I didn't know what I even wanted anymore. A Karmann Ghia convertible, a Thing, or a 914 seemed like drop-top overkill. Everyone owned a bug at some time or so it seemed, so that didn't fit my need to be a contrarian. Finding a suitable Type 3 or Type 4 seemed daunting.
Then in 2002, either Hot VWs or the now defunct-VW Trends had an article on the different "looks" of the Beetle. I immediately fell in love with the German Look and what it was about.
Since I knew next to nothing, I started to buy books and magazines from all over the world. I started going to sites like Super Beetles Only, German Look and here.
The more I read, the more I wanted a Super despite my mechanic's plea to do otherwise.
The more I read, the more I wanted a Type 4 engine despite my mechanic's plea to do otherwise.
In both cases, I would take the solid arguments for the above to my mechanic. He never disputed anything brought to him. In fact, he eventually conceded the Type 4 engine was a better engine that got a bad rep because VW's own mechanics were not so well versed in them and VW was in the process of switching to water-cooled cars.
He still discouraged me from a Type 4 because of its expense. He did not argue against the up-front expense versus the down-the-road expense argument.
In 2004, I finally bought a 1302 as my platform. Over the past two-plus years, I have upgraded the suspension, the brakes, the interior and a few other basic items.
By the end of this week, I will be picking up my '71 Super with a 2056 T4, a DTM, and one of Jake's "B" trannies from NO_H2O, the builder of Jake's awesome Spyder and the specialist making it all happen for me.
My decision on a Type 4 engine went beyond the expense argument I presented to my mechanic. It might have taken me a while to grasp the clinical definition of torque, but I knew the practical definition of it through the driving of my wife's TDI. Having that kind of a power curve with an engine that doesn't mind RPM's is exactly what I want -- and will be getting.
First stop on my way back home: the show at Toccoa.
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Eddie Brown
- Posts: 2134
- Joined: Sun Sep 30, 2001 12:01 am
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champagne superbeetle
- Posts: 176
- Joined: Fri Oct 14, 2005 8:51 am
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Eddie Brown
- Posts: 2134
- Joined: Sun Sep 30, 2001 12:01 am
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Eddie Brown
- Posts: 2134
- Joined: Sun Sep 30, 2001 12:01 am
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Class 11 streeter
- Posts: 4083
- Joined: Sun Nov 11, 2001 12:01 am
That is one of the nicest early Supers I have ever seen...........amazing........keep up the good work!
Looks like a Westach quad CHT setup to me...........niiiiiice...........Eddie Brown wrote:What are the gauges on the left side of the cluster?.
So you think your project is taking forever eh? Well you've got nothing on me.....
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champagne superbeetle
- Posts: 176
- Joined: Fri Oct 14, 2005 8:51 am
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tuna
- Posts: 2531
- Joined: Fri Apr 14, 2000 12:01 am
Hey guys, let's move the discussion into another thread. I'd like to keep this thread with single posts, and move any further posts to another. That way you can read about each person without a lot of other side talk. Sound cool?
Thanks.
Tuna
Thanks.
Tuna
http://vdubgeek.blogspot.com/
Type 4: Secrets Revealed - https://type4secrets.blogspot.com/
Tom's Type 4 Corner - coming soon!
EMPI Imp Homepage - coming soon!
My VWs - http://vdubgeek.blogspot.com/p/my-vdubs_5.html
Type 4: Secrets Revealed - https://type4secrets.blogspot.com/
Tom's Type 4 Corner - coming soon!
EMPI Imp Homepage - coming soon!
My VWs - http://vdubgeek.blogspot.com/p/my-vdubs_5.html
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champagne superbeetle
- Posts: 176
- Joined: Fri Oct 14, 2005 8:51 am
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joop
- Posts: 109
- Joined: Tue May 16, 2006 1:25 am
Hi all,
New to the T4rum.
Well I had a dune buggy many years ago (23
) with a 1500CC engine wich had exhaust valves for dinner. Then I bought a 411LE engine and had only 1 broken valve with this setup (speeds are high in europa) Due to bad wether I sold the car and bought an Herbie. My dad had @ 12 new beatles when he worked for a big company. So after my two older brothers had bugs too I had to have one or two. Then after I seized a few more T1 engines I got the 411 engine out of a corner and did put 71mm crank in and some 412LS (AN) heads and bus (low comp) pistons & L. and dual 40mm solex carbs. Then after 100.000Km another broken valve 
Then another visit to BAS in germany
For high comp pistons reground crank new camshaft all bearings oilpump valves (first time new valves) reworked heads and I changed to webers..... The same engine that was mounted in my first car (buggy) has now done over 350.000Km and is still weekly driven as a 2th no 3th no 4th car
http://www.home.zonnet.nl/kawasakimach4/mboard/190.wmv
New to the T4rum.
Well I had a dune buggy many years ago (23
) with a 1500CC engine wich had exhaust valves for dinner. Then I bought a 411LE engine and had only 1 broken valve with this setup (speeds are high in europa) Due to bad wether I sold the car and bought an Herbie. My dad had @ 12 new beatles when he worked for a big company. So after my two older brothers had bugs too I had to have one or two. Then after I seized a few more T1 engines I got the 411 engine out of a corner and did put 71mm crank in and some 412LS (AN) heads and bus (low comp) pistons & L. and dual 40mm solex carbs. Then after 100.000Km another broken valve Then another visit to BAS in germany
For high comp pistons reground crank new camshaft all bearings oilpump valves (first time new valves) reworked heads and I changed to webers..... The same engine that was mounted in my first car (buggy) has now done over 350.000Km and is still weekly driven as a 2th no 3th no 4th car http://www.home.zonnet.nl/kawasakimach4/mboard/190.wmv
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UK66Bug
- Posts: 68
- Joined: Mon Nov 13, 2006 4:56 am
My 66
Started this in 1993 and based on a eurorace conversion available at the time .thought it would be cool to use type 4 tin to create a type 1 conversion but found out years later that the almost legendary Joe Cali had been doing it for some time in your country.Similaritys were bizzare even down to way the top pulley was altered,But see for yourself.Believe this is now called a Cali conversion.
Why a type 4?Thats easy ,Reliability ,Low cost (for a stocker anyway!)No more hammered tpye 1 mains and plenty of potential for reliable horses.Of course the type 4 has its own set of problems which are expensive to sort long term (talking camshaft followers here),But wouldnt go back to a type 1.
Engine is a bus 2litre, eagle fast road cam,Vanagon square port heads and 36 dells from my junk type 1 engine!
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benito26
- Posts: 124
- Joined: Sun Sep 11, 2005 10:59 pm
Nice work everybody, good to see those type4s lurking about. Well, on the other side of the world, "down under", a few are popping up here and there due to the fact that Mike from Shrpbuilt has taken it upon himself to produce upright kits in both VW and Porsche style cooling systems. My 70 IRS Cal Look however, is a bit of a mixed bag. I acquired the car from a salvage yard with most of the work already done except for some front end damage to the beam, apron, guards & bonnet
It already had a 71 x 94 based on a AP1800 case with slightly blended AMC ovalport heads with K-lines, mild cam, 48IDFs, home made exhaust, home made engine and gearbox mounts, type3 single HD plate freeway flyer box, solid shim rockers, HD valve springs, upgraded interior. The car basically needed some panel & paint work, clean up and refreshement & after 6 months on & off work this is the end result. hope you like it.
The torque of the type4 is to be experienced, beauty is that you can also make good revs with the right combo. Attach a turbo to an otherwise stock motor and you have a budget screamer that will not only surprise you but all of the 200hp car owners trying to bring you down. One of my mates is currently building a 78 x 103 turbo motor for Porsche Club circuit racing, should be a blast. Well I better shut up and go do some work on the Oval, till next time.
[/img]
It already had a 71 x 94 based on a AP1800 case with slightly blended AMC ovalport heads with K-lines, mild cam, 48IDFs, home made exhaust, home made engine and gearbox mounts, type3 single HD plate freeway flyer box, solid shim rockers, HD valve springs, upgraded interior. The car basically needed some panel & paint work, clean up and refreshement & after 6 months on & off work this is the end result. hope you like it.
The torque of the type4 is to be experienced, beauty is that you can also make good revs with the right combo. Attach a turbo to an otherwise stock motor and you have a budget screamer that will not only surprise you but all of the 200hp car owners trying to bring you down. One of my mates is currently building a 78 x 103 turbo motor for Porsche Club circuit racing, should be a blast. Well I better shut up and go do some work on the Oval, till next time.
[/img]-
Eddie Brown
- Posts: 2134
- Joined: Sun Sep 30, 2001 12:01 am
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krems
- Posts: 211
- Joined: Sun Aug 28, 2005 4:10 pm
joop wrote:Hi all,
New to the T4rum.
Well I had a dune buggy many years ago (23
Then another visit to BAS in germany
cool vid....what size engine was in it?