Well, spin-on filters are a very good thing, but my understanding is the T4 was engineered for pushing around a honking heavy buses for a 100,000 miles+. You could change the oil once a week with the older Vw buses and the T1 engine wasn't up to pushing those puppies across the country or up steep western passes so there is more to it than oil filters. However, both engines in a McSpeedster are dandy.
Erik, a kid that worked at my motorcycle shop had a '66 VW van with a stock type 1 engine that he drove all over the USA. He even towed a small sailboat behind the van on some vacations and never had any problems with power, and that includes cresting Wolf Creek Pass in Colorado (14,000 ft?). I'm sure there were times when he had to downshift and run slower in third gear but I imagine the type 4 engined vehicles did, too.
There is an exception to every rule. One bullet-proof bus story does not demonstrate a trend.
I bet if someone were to ask the home office of Vw why they introduced the T4 rather than simply increase the displacement of the tried and true T1 they could enlighten us. Earlier someone mentioned that T1's are still manufactured by Vw so it must be noteworthy; it is until you realize those cars are sold only in the Third World.
Again, don't sweat the engine selection in our McSpeedsters, enjoy them. With good parts and a careful builder either would be welcomed in my car, ditto a Subaru engine.
I bet if someone were to ask the home office of Vw why they introduced the T4 rather than simply increase the displacement of the tried and true T1 they could enlighten us. Earlier someone mentioned that T1's are still manufactured by Vw so it must be noteworthy; it is until you realize those cars are sold only in the Third World.
Again, don't sweat the engine selection in our McSpeedsters, enjoy them. With good parts and a careful builder either would be welcomed in my car, ditto a Subaru engine.
Eric:
You say:
<>
You don't need to ask VW. They did increase the displacement of the Type 1. They also water cooled the heads of what was called the Wasserboxer engine. The Wasserboxer came in 1.9 liter and 2.1 liter sizes. The Wasserboxer was used only in vans/busses and only for a very short time. Then VW replaced the Wasserboxer with the Type IV.
Some in this forum think the Type 1, properly modified is as good as the Type IV. VW did not! This last is not opinion. Search the web for Wasserboxer (both one and two words) and you will find the facts.
You say:
<>
You don't need to ask VW. They did increase the displacement of the Type 1. They also water cooled the heads of what was called the Wasserboxer engine. The Wasserboxer came in 1.9 liter and 2.1 liter sizes. The Wasserboxer was used only in vans/busses and only for a very short time. Then VW replaced the Wasserboxer with the Type IV.
Some in this forum think the Type 1, properly modified is as good as the Type IV. VW did not! This last is not opinion. Search the web for Wasserboxer (both one and two words) and you will find the facts.
Erik,
I am struck by your statement about the T1's still manufactured but only sold in third world countries. Do you think that the people buying the cars equipped with these engines, with other choices presumably being available, have any lower expectations than you and I would? I think that these engines, which have been sold for many years, would fall from favor at some point if they did not deliver what the buyers wanted. Brand name loyalty won't feed the bulldog forever.
John H.
ps. If this statement was a quotation of someone else, I direct the question to that person.
(Message Edited 4/30/2003 9:32:22 AM)
I am struck by your statement about the T1's still manufactured but only sold in third world countries. Do you think that the people buying the cars equipped with these engines, with other choices presumably being available, have any lower expectations than you and I would? I think that these engines, which have been sold for many years, would fall from favor at some point if they did not deliver what the buyers wanted. Brand name loyalty won't feed the bulldog forever.
John H.
ps. If this statement was a quotation of someone else, I direct the question to that person.
(Message Edited 4/30/2003 9:32:22 AM)
John, I don't claim to be an expert on anything & certainly not re automobiles.
The air-cooled engine fell by the wayside due to clean air legislation here and in Europe, which the Third World isn't concerned with thus far, they have bigger problems. Being a less complicated engine to service compared to cutting edge EFI technology, Vw wisely elected to continue its T1 production in Mexico and Brazil, i.e., they felt no need to develop a better mousetrap.
Brand loyalty applies to enthusists here but not to beetle production in countries where the people are more concerned about scratching out a living.
The air-cooled engine fell by the wayside due to clean air legislation here and in Europe, which the Third World isn't concerned with thus far, they have bigger problems. Being a less complicated engine to service compared to cutting edge EFI technology, Vw wisely elected to continue its T1 production in Mexico and Brazil, i.e., they felt no need to develop a better mousetrap.
Brand loyalty applies to enthusists here but not to beetle production in countries where the people are more concerned about scratching out a living.
Erik, the type 4 cars were developed as an "upscale VW" for the Euro market an as such needed a larger displacement engine for adequate street performance (the cars were heavier) and to cruise the Autobahns. Engine case and crankshaft design was strengthened to meet these goals but the type 4 cooling system was not as well done as it might have been. Type 4 was also the pilor for VW's electronic fuel injection (on the 412) which left a lot to be desired. The 411's with carbs were less hassle. "You had to be there..."
No 411s had carbs in the states......Just like the 914, they were all injected with D Jet and L jetronic EFI.
VW tested their D Jetronic EFI system on teh TIII engines beginning in 1968, before the TIV was available to the market.
What the TIV could do was increase the lifespan from 40,000 miles, to an easy 100,000 miles in a 5,000 pound VW bus.Thats why the factory installed them.
Liek I said, until ANYONE drives the same car with both engines installed, they have no grounds for even having an opinion,observation, or comparison. More and more people have compared them, and I have not seen a single one yet that would go back to the TI....
VW tested their D Jetronic EFI system on teh TIII engines beginning in 1968, before the TIV was available to the market.
What the TIV could do was increase the lifespan from 40,000 miles, to an easy 100,000 miles in a 5,000 pound VW bus.Thats why the factory installed them.
Liek I said, until ANYONE drives the same car with both engines installed, they have no grounds for even having an opinion,observation, or comparison. More and more people have compared them, and I have not seen a single one yet that would go back to the TI....
Jake, I had a friend that bought the first 411 to hit his US dealership - it was carbureted. I had a girlfriend with a high mileage 412 she had bought new and about once every two weeks I had to clean oil mist off of the throttle body pickup electrodes. Later rebuilt it and replaced the EFI with dual Webers. I liked the CIS injection a lot better than the first EFI...
Your friend got a European version somehow......I have only seen one in the states, it was a 69 with a MAGNESIUM TIV crankcase, very rare..