Engine from a type 3 into a late bay bus

[jure-slo]

Hi,

how much work is it to adapt an engine from type 3 to put it into a late bus?


I just got two VW engines that apear to be from a type 3, but were used in a machine for maintenace of ice...no idea how to call it...like in a ice hockey stadium. The engines should be in good condition, as they have been running on idle most of their life.

I also have a type1 engine with no compression that I can take tins and all other stuff from.
The engines were at a scrap yard, so they have been throwing them around already, but it seems they didn't do too much damage...

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'79 Bay-window, 2.0, duals solexes, automatic
'76 Triumph spitfire 1500
'86 Polski Fiat
'72 Mercedes W115, 200D

[Collie]

My cousin works for Zamboni, and I know for sure that all the VW engines they used were rebuilt for super low torque and never to be used for the road.....

Caution advised.

[jure-slo]

What would that mean? Different cam? Heads too?
_________________
'79 Bay-window, 2.0, duals solexes, automatic
'76 Triumph spitfire 1500
'86 Polski Fiat
'72 Mercedes W115, 200D

[Collie]

camshaft or crank for sure, not sure about the heads........but they were built to run fast at low speeds...

I dont know the specs at all, but I had the chance to buy a bunch of them and I passed..........

[jure-slo]

You think these were built by Zamboni?


What obut my original question:
How hard is it to adapt an engine from type3 for use in a bus?
_________________
'79 Bay-window, 2.0, duals solexes, automatic
'76 Triumph spitfire 1500
'86 Polski Fiat
'72 Mercedes W115, 200D

[Collie]

I doubt they were reworked at Zamboni, most likely a special order.

And, no, I dont think you should put that motor in a bus, buy the proper mpter

[jure-slo]

[Wildthings]

You could use a dial indicator to find out the specs for the cam they used to see if it were radically different from an automotive cam. A compression test would give you some idea of the condition and maybe a little something about the compression ratio. It wouldn't be hard at all to figure out the stroke, but not sure how you would determine the bore without removing a head.

If the price is right just grab it and have some fun.

[RatCamper]

I agree with Wildthings. Man, I'd be stoked to get my hands on it. Even that funky transmission looks interesting.
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Vehicle: 1975 Special order delivery walkthrough panel based pop-top camper (LCA / Sunliner). Motor: Nippon 1.8L Single port Wasserboxer, Transmission: 3 rib 002.

[busdaddy]

I concur, especially since you are in Europe and have better odds of finding 1600 bus mounts and cooling tin, could be well worth the gamble.
_________________
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[jure-slo]

[josh]

[rockerarm]

If these T3 engines have universal cases, its easy. But if they are original T3 cases, they don't have the hole for the oil pressure switch and the hole/tube for a dipstick. Places like Bugpack used to sell and part that would incorporate a new part bolted to the T3 fill tube location and incorporate a dipstick. VW specially machine shops used to drill and tap the case for the oil pressure switch. If you intend to use a doghouse fan shroud, you can use the original cooler and it has the location for the switch. Kinda hookey, but workable.

[RatCamper]

[Wildthings]

[RatCamper]

[jure-slo]

Yes, I was thinking to switch to doghouse. Would it all fit? Are all the holes that I need there? I noticed that there is no hole for the oil sender, but there is a sender on the oil cooler. So I could use this cooler with a doghouse shroud? And route the wire trough the shroud somehow? I never worked on a type1 engine, only type4.
At least the dipstick is there and the points where rear crossbar is mounted are there too and have threads.
A big concern is this:

Aparently that shaft was rubbing the fan shroud for a long time...
The cooling probably wasn't excelent.
A compression test willl tell me more-when I find the time to do it.

On the case it says made in Brazil, on the head I popped the lid of it said Mexico.

Oh and the price: I have to bring back the same weight of steel + 100kg...And belive me, those transmissions are heavy
_________________
'79 Bay-window, 2.0, duals solexes, automatic
'76 Triumph spitfire 1500
'86 Polski Fiat
'72 Mercedes W115, 200D

[rockerarm]

I already addressed the dipstick and oil pressure switch issues. As I said it may be a bit hokey but if one does not want to drill the case or complete dis-assemble, it will work.

[jure-slo]

The dipstick is in it's normal place, so that won't be a problem. And I could live with the oil sender behind the shroud.
After seeng the big hole in the shroud I am not too optimistic anyway...
_________________
'79 Bay-window, 2.0, duals solexes, automatic
'76 Triumph spitfire 1500
'86 Polski Fiat
'72 Mercedes W115, 200D

[rockerarm]

All that T3 sheetmetal and cooling parts are removed and not reused. You take it down a long block and rebuild it up as a T1. Of course I would inspect/check head torque, etc, while it is in the long block state. Does the gland nut have a pilot bearing? Lots of things to llok at once it is down to that long block state.