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Just swung a sweet deal for a complete Porsche 2.0L from a client's '73 914. The motor is complete from the air cleaner box through the Bursch header. I get all the factory D-jet w/ the wiring harness.

Normally I would expect to do a complete tear down and rebuild even if it runs because you just never know what you're getting. However, this is a motor from a car that I just freshened the heads on w/ new S/S valves seats and guides through my shop only 3 month before the motor was pulled. It's a ZERO leak motor that runs perfect and I'm intimately familiar with it's low mileage history, so it's going straight in.

It's going to be transplanted into my '67 Squareback very similarly to how Angelo Amato did his, only mine will be EFI.

Goal: Factory appearance w/ after market performance

Mods to be made:
1. Bus plenum/TB so it fits under the deck lid
2. Heat via bus or T-4 heater boxes (I've got both available)
3. Modify the Bursch header to fit the car and heater boxes (if possible)
4. Fabricate a custom rear mount bar and mounts for the car

Eventually, I also plan to convert from the D-jet to Megasquirt w/ edis which I already have. The MS EFI is all new to me so I think I will take things in stages so I don't get too overwhelmed. This should be simpler than my Cali in my bus since there is very little in fabrication required.

Pics and updates to follow. . .

Be sure of the difference in volume from bus plenum to 914 plenum...also of teh TB diameters. The 914 2.0 used larger runners, different volume of plenu mand different TB. There may be running issues. Ray

Don't forget the big rear fresh air duct adaptor. I love Square Backs. Actually I believe and I Ray to counter me on this, the SQBK is the best of the air cooled cars. Well I like the looks over the 411 and 412. We owned a 73 in the late 70,s and took my kids from NY to Disney in Orlando. No car seats, just throw the two of them in the back over the engine with the seats down and drove the 1500 miles in July heat. The only complaint was their crayons melted when they were drawing!!!

Drove 23 hours non stop home. ( never do that again, I vomited in front of the Washington Monument from too much coffee). The T-3 with a T-4 and EFI will be a perfect car. BTY I converted mine from Auto to stick, a bolt on swap.

Best of luck, and Lucky YOU!!!!

Go for it Nate, i'm doing the same but to a 72 Auto Notchback, got all the parts and my mate is rebuilding the auto for free, i've had the notch for five years drove it for 3 months then the engine drained itself of oil and died. Can't wait to drive it again with type 4 power.

I forgot to add that in on the list Joe. Absolutely it will have the bellows for fresh air like stock.

This is my first type-3 that I've owned and I agree with you, it's definitely one of the best VWs made and it's comfortable for big guys like me (6'3"). It's also going to make the perfect "shop-car" for my shop. Tons of room for parts and stuff in the back.

Ultimately I want to give it a cross between a "rat-rod" look (semi-gloss black w/ red pinstripe flames) and the German look (w/ performance and Porsche 914 Mahle wheels). Then logo the rear windows with my shop name/info and make it a rolling advertisement.

Progress as of today. . .

Shortened oil filler:


EFI fuel sump:


Fan bellows adapter fabrication using modified T-3 tin:




Tin and stock bellows test fitted:


Rear engine support mounts attach at the bumper brackets (this is a swing axle car with frame horns) The mounts are stout, but I would have done them differently if I had all the weight hanging from them like an IRS car would:

Where does the sump fit? And Wow a Z bar, do the type-3 run softer bars like the bug era Z bar cars (1mm smaller?)?

Sideshow: The sump will go directly under the tank. This will allow me to run a return fuel hose (left) into the sump (since I don't have a tank made for EFI) and a fuel pump supply hose to the pump (right) and the top hose will come from the tank. BTW, I'm going to have to enlarge the return inlet (left). I forgot about that when I brazed it together:oops: . Luckily since it's brazed, it will be easy to fix. I'm going to be running Megasquirt on this motor.

The type-3 is a '67 so they had Z-bars for that year. They jury is still out on whether or not it stays or goes. . . I don't know what a full size Z-bar measures out at but my type-3 bar is 11.25mm in diameter. . .

Nice work on the intake!
I may be copying you.

I thought the 67 had Djet from the factory... Should have a ~1L sump built into the tank. Don't forget to clean and coat...

A 2.0 bus intake/TB should work work excellent in a T3 & MS (or CIS...), even with 914 runners, esp if you tweak the runners and plenum a bit to line up right.
(Use a bit of pipe that fits well inside and pull )

D-jet may have been an option in '67, I really don't know. But this one was fitted with the factory dual carbs and standard single outlet tank.

You have PM.

(I thought) all 67+ US T3 models had EFI... Hmmm. vwtype3.org agrees with you... 68 was the first year with FI & IRS according to it.
(Why do I remember `67 as being "the year" for EFI? Maybe I'm not thinking model year...)

The sump will work better anyway, esp if you still run a feeder pump and vapor/bubble return... A facet/carter works, even on CIS. (I've been using the same 'ol Bugpack carter clacker for ages )

That sump was Rays recommendation ages ago to me, and functionally what VW ran on later WC models. (and may still)

Note the sump, pump and filter assy. off a VW Fox (US) CIS setup will also fit nicely behind the T3 front beam, needs some rearranging to fit, but works, will try to take/post a pic.

That CIS pump will feed ~ any sane EFI setup, and most insane ones.
(should feed 400-500HP easily, the bigger ones off early Mk1s are probably good for nearly double that... still work better with a feeder/sump)
Fed that with a clacker too, on rubber Rabbit radiator mounts on the front of the beam..

A nice quiet rotary would likely be far better than the clacker.

You have PM...

Nice one!

My Fastback will be getting an 1800 AP engine very soon.

It seems that more and more people are doing the Type 4 into Type 3 conversion...

The latest: Adapting a bus 2.0L plenum to accept the Porsche 2.0L TB w/ TPS and get it fitted to the car:









1st mock-up in engine bay. Added shimming and longer case bolt to the fwd tab in order to slightly rotate the plenum so the outlets to the runners are straighter. Will be using longer rubber hose stubs for final assembly:

Nice work!

I am going to be adapting a throttle body from a Golf MP9 fuel injection system to fit on a 2,1i WBX plenum so that I can use Gotech EFI (www.gotech.co.za).

Kind of like our megasquirt

I think that an 1800 with some portwork, mild cam (270 degrees) and the above mentioned EFI would make a great low budget Type 4 engine for Type 3 use...

I do have plans to run a small turbo at a later date

*Blitz looks forward to seeing more updates on this thread*

The latest: Megasquirt sensors. BTW, the bosses that these sensors mount into may look familiar to some; they are the base of a type-1 gland nut!! The center hole is PERFECT for threading the 3/8 NPT tap into. Just clamp the 36mm hex into a vise and thread it until the tap gets to the bearing (it will basically stop at the bearing). Then cut it off with a hack saw. Viola!!

Coolant temp sensor:


In-coming air temp sensor (this will be just fwd of the throttle body). The added tube stub is for the fast idle air valve feed:






Bosch TPS mounted to the Porsche 2.0L TB: