Wow, my head is spinning. This is by far a more detailed answer than I was expecting ... or looking for. Perhaps, the entire picture of what I want is necessary. The funny thing is I'm not really looking for the biggest bang or the biggest bang for my buck. When I say 120-150 HP and FT-LBS, it is a pure guess. Whatever, it seems that hasn't simplified anything.
Brevity has never been a strong suit with me. I'll do my best but I apologize in advance for this post's length as I go through
Supa Ninja's thorough response point by point.
It is important I point out up front I know at least 90% of GL.com members know more about mechanics than yours truly. I've been a member of this forum 20 months longer than I've been an air-cooled owner. There are many articles and sites I have read several times because of my technical deficiency. And they will be re-read some more.
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Originally Posted by Supa Ninja
This where you have to look at what you want and decide if you can wait for it.
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Oh, I know I have to wait. Buying the car took longer than expected. Changing the suspension, brakes, wheels and tires took longer than expected. Updating the seating took longer than expected. Some of the ancillary items still haven't been taken care of whereas some have.
What do I want? This is a very fluid answer but at this typing I would say I am 75% sure I want a Type IV (2270cc: 50%, 2056cc: 20%, something else: 5%). These percentages have dropped given how expensive Type IV engines are. I know about their durability and torque and all the rest of it, and all I can say is that is why I am still at 75% on the sure scale.
The fact Type IV engines are approximately three times more expensive than Type I engines means I
could go through three of the latter for the same outlay over the same time frame. Also, since I got 300,000 miles out of my '86 Jetta without needing a rebuild until I sold it 16 years later, I don't think I will be as harsh on whatever I end up getting.
I'd say I'm 20% sure on the Type I engine and 5% sure on something else.
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Originally Posted by Supa Ninja
The expensive part of going type IV in a type I powered car is the intial expense of the conversion. You got to get cooling whether its a DTM, upright conversion, or Porsche style. Exhaust is not cheap, a BAS header with shipping over $400 plus you got the muffler to figure out. Carbs with type 4 manifolds, brand new Weber IDF's are a pretty penny nowadays. External oil coolers, modifing decklids for clearance. Mating the engine to the tranny can be pricey too, 210-215mm bus flywheel, lightned, resurfaced, a clutch. God help you if your going to use a 901 box cause then you'll need a 914 flywheel and a 911/914 clutch and even a stock setup is a bit of money.
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First off, I thought an upright conversion was a separate issue to and necessary for the cooling method in a 1302. See? That's Dr. Technoklutz (me) in action. The cooling method will be determined by who ultimately is building the engine. (If I do anything myself as a first engine, it will be a mild 1776cc Type I or just a straight rebuild of what I already have.)
Many of the other items listed are noted and accounted for, and like the cooling system will be taken care of by the engine builder. The real exception here is the exhaust. I have my preferences despite not having researched exact prices. None of them are in the states, so I continue to lurk hoping a proper (to me) alternative becomes available.
I don't know what basis RAT's "B" transmissions is but that is a near certainty for me if I stick with my Type IV plans. I haven't ruled out an LSD or a five-speed but those are details to be decided later. Porsche trannies require too much one-off fabrication for me to even consider.
The mention of modified decklids means major alarms are now going off in my head. I thought I read this would not be necessary.
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Originally Posted by Supa Ninja
There is alternative power plants too and I'm glad there are several guys on here who have already converted to scooby power. I read all their posts with a open mind. I think that is a solution for most bang for your buck but like everthing you do to these cars there will be negatives for the pluses. The most obvious is having to install a radiator.
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Yup, I've been reading. It would be more likely I would go this route on my next Beetle than this one. I am also partial to Mazda's rotary having owned one and knowing the reputation it has for using oil is bogus. Having said that, I do recognize many of these engines are abused and there is a shortage of mechanics who know diddly about them.
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I started this thread with a curiosity based on whether I should (1) buy, install and drive the basis for my eventual conversion, (2) buy, install and drive a stock Type IV now, and deal with my conversion separately later, or (3) drive and maintain my current stock Type I until I'm ready for the plunge.
The first two would have required some coaching on buying such an engine. Hence, the inclusion of some sample ads. The latter of the three will probably also include a rebuild. My stocker has never been rebuilt and will probably need it before anything else is ready.
Hopefully, the completeness of this post will foster suggestions and even debates rather than scatter everyone ducking for cover.