Hey all, completely new to the whole vw world. So i am sorry if my questions seem odd or simple.
Just bought a 1973 Squareback. I would like to be able to take this car on long trips, so I am planning on an engine swap. The engine that is in it runs pretty well as it is. So I would like to buy a new engine and rebuild it, then do a swap. Which engines will fit into the squareback and be compatible with the transmission? Will an engine out of any older vw work in this? Or does it have to be an engine out of a squareback or notchback?
Also when I do the swap I would like to build the engine stronger and with more horsepower. What are some of the cheaper and more reliable ways to do this? Any help is appreciated. Thank you in advance.
engine compatibility
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david58
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73squareback Welcome to the STF. I think you will get a better answer in the type 3 forum so I am moving your post over there. Good luck on your engine build and again welcome to the shoptalk forums.
Hot, humid air is less dense than cooler, drier air. This can allow a golf ball to fly through the air with greater ease, as there won't be as much resistance on the ball.
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Marc
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Cheap, fast, durable. The best you'll ever do is two out of three. It'll add about $200 to the cost of the rebuild to step up to machine-in 88mm pistons/cylinders, which'll increase the displacement from 1585 to 1679cc. Not a hotrod by any means, but a noticeable improvement in power with no loss of reliability.
For your purposes I'd recommend searching out a complete Type III core (preferably `72/`73) to rebuild. Plan "B" would be to slap in another runner to keep the car mobile while you rebuild your present engine.
The Type III and Type I engines use essentially the same longblock so it is feasible to convert one from the "upright" cooling system to the "suitcase" configuration and use it in a Type III, but there are several issues to consider.
I'll assume your car has a 4-speed trans. From `69-`73 the rear suspension is "IRS" (4-joint) and there are no frame horns on the chassis to support the transaxle and engine - the entire powertrain hangs from the front trans mount and a rear crossmember suspended from the body. It's vital that the engine block have the three bosses cast-in for that crossmember to bolt up to. There's an adapter you can use if the case lacks these, but I wouldn't recommend it...they have a tendency to work loose with disastrous results.
`68-`71 buses used a similar mounting system, and many bug engines were made with "bus" castings, so chances aren't bad of finding an upright motor with the "three-point" bosses.
Type III engines have an extra hole at the RR corner of the sump where the oil filler/dipstick tube bolts up, and lack a hole for the oil pressure sending unit. The latter is simple to plug, and if you make a flexible dipstick and don't mind having to open the hatch to check your oil level the tube isn't needed (but adding oil via the breather box is a little awkward). Better to machine the Type I case to accept the Type III tube.
I would keep the `73 fuel injection system (it's the best D-Jet system VW ever made) if your performance ambitions aren't too great. It'll work OK on a slightly larger displacement, but the cam has to be conservative for it to function correctly since manifold vacuum is the primary parameter used to control the mixture. It can be fitted to any engine with dualport heads if you provide for the FI head temp sending unit.
`66 and `67 Type IIIs (as well as those sold in some other countries from `68-up) had dual Solex 32PDSIT carburetors. The `66 had singleport heads, so there are manifolds out there that'd allow grafting in a singleport engine if you had to.
For your purposes I'd recommend searching out a complete Type III core (preferably `72/`73) to rebuild. Plan "B" would be to slap in another runner to keep the car mobile while you rebuild your present engine.
The Type III and Type I engines use essentially the same longblock so it is feasible to convert one from the "upright" cooling system to the "suitcase" configuration and use it in a Type III, but there are several issues to consider.
I'll assume your car has a 4-speed trans. From `69-`73 the rear suspension is "IRS" (4-joint) and there are no frame horns on the chassis to support the transaxle and engine - the entire powertrain hangs from the front trans mount and a rear crossmember suspended from the body. It's vital that the engine block have the three bosses cast-in for that crossmember to bolt up to. There's an adapter you can use if the case lacks these, but I wouldn't recommend it...they have a tendency to work loose with disastrous results.
`68-`71 buses used a similar mounting system, and many bug engines were made with "bus" castings, so chances aren't bad of finding an upright motor with the "three-point" bosses.
Type III engines have an extra hole at the RR corner of the sump where the oil filler/dipstick tube bolts up, and lack a hole for the oil pressure sending unit. The latter is simple to plug, and if you make a flexible dipstick and don't mind having to open the hatch to check your oil level the tube isn't needed (but adding oil via the breather box is a little awkward). Better to machine the Type I case to accept the Type III tube.
I would keep the `73 fuel injection system (it's the best D-Jet system VW ever made) if your performance ambitions aren't too great. It'll work OK on a slightly larger displacement, but the cam has to be conservative for it to function correctly since manifold vacuum is the primary parameter used to control the mixture. It can be fitted to any engine with dualport heads if you provide for the FI head temp sending unit.
`66 and `67 Type IIIs (as well as those sold in some other countries from `68-up) had dual Solex 32PDSIT carburetors. The `66 had singleport heads, so there are manifolds out there that'd allow grafting in a singleport engine if you had to.
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73squareback
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