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Tue Nov 14, 2006 1:36 pm

is it true that they have the same motors. cuz i got a 914 on hold and im gunna get the header system off it but i just want to make sure that they got the same motor types.

Wed Nov 15, 2006 9:05 pm

yes and no. This conversion has been done, but the 1972 model year busses don't have a second access hatch for the engine. In 1972 Porsche 914's had and 1800cc engine, and in 1973 had the 2000cc engine. So you can put the engine in, but you need to fit proper exhaust, heater boxes, and all the correct tin, since 914's were mid engine, and busses are rear. The dipstick for busses is on the bottom rear of the engine, whereas the oil fill and dipstick for the 914 engine is on top, which wouldn't be a problem, except for in the 1972 bus (ceiling clearance issues). I made this conversion for a 1972 with a 914 2.0 which came stock as 110Hp (the bus 2.0L were rated significantly lower if I recall). The engine mounts also must be adapted to bus mounts. Pretty much the basic block is the same less the oil fill stuff, everything else will have to be adapted.
I have a picture of the assembled engine if you would like to see it. You can see the different oil fill stuff.[/img]

Wed Nov 15, 2006 9:26 pm

I put a picture in the gallery of the conversion. The exaust from 914 is totally different as it is going the wrong way for a bus!

Thu Dec 21, 2006 9:14 pm

Sorry I am going to hijack this post for a second but Matt what type of fuel delivery system did you end up using (carb or F.I.) and the factory breather do you have a closer pic? and does the line going up an towards the flywheel go to the air cleaner or charcoal canister?

Quote: The exaust from 914 is totally different as it is going the wrong way for a bus!

then you could hav the pipes routed to exit by the rear wheels might look cool 8)

Sat Dec 23, 2006 8:35 am

I think he went with a center mounted progressive weber for the torque and fuel economy, but you could go almost any route you wanted

Mon Dec 25, 2006 5:51 am

You might like this:

http://www.tunacan.net/t4/reference/case.htm

shows the differences between the various Type IV engines and which vehicles they came in with engine case prefixes. I discovered this when I was thinking about the plausability of putting a type 4 into a bug.

cheers :wink:

Tue Apr 17, 2012 7:32 am

can i use the carbs from a 72 bus, solex pdsit2/3, on a 70 1.7 914.

do i have to install the carbs backward, b/c the thrittle shaft pulls in the opposite direction on the 914

i dont think this will alter the way the carbs work

anybody done this before?

anything else i need to do when converting from the fuel injecton to dual carbs. anything i have to replum beside disconnecting the return line to the gas tank and running a hot wire fot the electric fuel pump i will use?

Fri Apr 20, 2012 3:06 pm

A '72 914 had a 1.7 (not 1.8L) engine - same displacement as the '72 bus. The compression ratio was higher on the 914 (pop top pistons) as was horse power plus it had fuel injection (FI). Cams are different - the FI cam is not ideal for a carbed engine. Flywheel and clutch is different too (forged and 215mm on 914). They are interchangeable though.

Fri Apr 20, 2012 3:32 pm

Wolfgangdieter wrote: A '72 914 had a 1.7 (not 1.8L) engine - same displacement as the '72 bus. The compression ratio was higher on the 914 (pop top pistons) as was horse power plus it had fuel injection (FI). Cams are different - the FI cam is not ideal for a carbed engine. Flywheel and clutch is different too (forged and 215mm on 914). They are interchangeable though.

Not totally correct but close....The 215 clutch primarily came on the 1.8L. Virtually all 1.7L engines were 210's in both 914 and 411/412 cars. As far I as I know the only forged flywheels were 2.0L with a 228mm clutch and the 200mm forged unit that came in the early 411.

On cams its the other way around....The fuel injection cam runs decent....not ideal...but very decent with carburetors.

In fact, the type 4 cars with carbs had the D-jet cam. Carbureted buses with type 4 engines had different cams that did not work well in D-jet injected type 4's...and had some tuning issues when mistakenly used with L-jet as well.
L-jet and D-jet used the same cam across the board (in type 4 cars and in 914's)except for the Euro D-jet cam that was used in the 2.0 914. The busses had different cams for L-jet. Ray