DTM History

The DTM cooling system is not "New" it has a rich history, and was an original design from a true Innovator. In the paragraphs below we will share a story on the history of the DTM. This page is dedicated to the remembrance of the originator of the DTM, The late Joe Locicero. This man will never be forgotten in the minds of Type IV enthusiast around the world.

It is a common dream for the average VW enthusiast to have a never ending desire for Higher reliability, better power, better longevity, higher speeds on the freeway and better fuel economy.

Circa 1988, 40 year VW veteran Joe Locicero started his quest to make this more than a dream, he had an idea to make it a reality. For years the European VW enthusiast had been retrofitting the later model VW Type IV engine to all types of VWs. The engine was bigger from the factory with many revisions that made it much stronger than a Type I that needed many modifications to make better power. The Type 4 had an attitude that better suited the higher speeds that European enthusiast could enjoy on the Motorways and Autobahns.

With the TIV conversion there were a few hurdles that needed to be negotiated, the biggest being the best way to cool the engine and keep it capable of being installed into a Type 1 vehicle without cutting the engine bay. The perfect system would be simple, just like the VW, it would be attractive and it would keep the original appearance of an upright VW aircooled engine.

This is when Joe decided to create his own cooling system based on common sense, and old fashioned engineering. His cooling system was named the "DTM" or "Down The Middle" cooling system, and was designed to allow the installation of the "Type IV" engine into a beetle and all other Type 1 vehicles WITH NO CUTTING OF THE ENGINE BAY. It was titled "DTM" due to its construction of evenly and effectively distributing cooling air to all 4 cylinders. Joe even made a Type I style DTM, made to fit the Type I VW engine that you will read about later in this article.

Joe was retired and needed a way to supplement his income, so he started manufacturing the cooling systems. Joe used manual machines and handcrafted the entire cooling kit himself. It was common to receive a shroud kit and find written in the bottom of the oil cooler housing "Hand Crafted For " in a permanent marker.

I first became acquainted with Joe in the mid 19990s, soon after his shroud had debuted in Hot VWs magazine. Almost from the very beginning I could tell that Joe was an incredible innovator that liked doing things the old fashioned way, and I I liked that. He constantly amazed me with his knowledge of the aircooled engine, it seemed like he knew an answer for everything. The first time I called him, our conversation was almost 3 hours in duration, and it blew me away that he would spend that amount of time with someone that he had never talked to before.

I purchased my first DTM from him and installed it, and was amazed! The kit installed so easily and Joe hand labeled many of the parts for orientation onto the engine correctly. Joe's attention to detail was fascinating. In the months following the first shroud purchase Joe and I became buddies, and when I got myself into a mechanical quandary I would call on him first for help. Little did I know then that Joe would be the man who would inspire me to create a business devoted to the aircooled engine, that would lead to the innovation of the "MassIVe Type IV". I already owned my shop and was doing well, but still primarily worked on VWs, Type 1 engines and 914s, but Joe convinced me that the Type 4 revolution was just around the corner, so I listened!

In late June 2002 the production of the "DTM" shroud suffered a serious shock when Joe was diagnosed with lung cancer. July 1, 2002 after a 51 year Love affair with the VW and its engine, Joe passed away, leaving the Type 4 engine conversion suffering a huge loss. I lost a good friend, a man that had become my idol, and an inspiration.

My company had purchased more DTM shrouds than anyone else since the shroud had been in production, because we had proven the design to fit, work, and COOL better than any other kit readily available. I built engines that others said could not be cooled without a 911 system, and outfitted them with a DTM, and they cooled well! Later I would go on to find that the DTM cooled better than most of the 911 systems.

With my persistence as well as a few other enthusiasts having a desire for the kit Joe's son Vince agreed to make the shroud a reality again. After a short time, Vince lost his drive to continue the shroud production and the DTM died. At this time I made an effort to purchase the company, and make the shrouds myself. Vince refused my offer. At this time I was forced to make a big decision as to what should be done to continue the Type IV conversion revolution. I had never been into manufacturing, or parts sales and to this point had only offered complete "Turkey" engines. That was my specialty and where my reputation was centered.

I started seeing what it would take to basically manufacture a copy of the DTM shroud and create my own kit. I did not feel bad about copying the design as Joe was going to sale his business to me before he passed away, but never got the chance. There was no one to continue making the best cooling system available, so I decided to do it myself, and in mid January 2003 I released my intent to the public and started the quest.

I had never previously worked with fiberglass components, so that was to be my first challenge. A few years before I was attending a car show and met David Wiley. David worked for a company that was the leader in fiberglass hoods, fenders and etc for the aircooled VW. Little did I know then that he would be THE "Master Fiberglass Technician" that would make a mold from the very first DTM shroud that Joe ever produced. Joe had given me this shroud only days before his death, as a gift. It was the original DTM! It was Awesome! And I still have it!

Having used so many DTMs, (literally hundreds of them) Brent and I had found some small issues with it and David was more than willing to address the issues with our new version of the shroud. David addressed some structure concerns also and made a recommendation that the shrouds be made with a higher temp resin and with fiberglass cloth, instead of the "Chopper gun" method that is normally used in watercraft.

Then something happened. The same week that David finished our first new shroud the molds and fixtures from Joe's original business went up for sale on eBay. Included with this package was the DTM Type 4 shroud. Joe's prototype for his 911 style shroud (that he never got to finish) as well as a mold for a Type I DTM. The auction ended without the reserve being met. David and I spoke about the molds and he told me that he could rebuild the mold that Joe originally had easily and that with the molds we could produce more shrouds. I also wanted Joe's old fixtures for machining the castings and I wanted the rights to the name DTM. So, since the family was not open to an offer from me, I had a good friend of mine purchase the molds and rights to the name, but not the business of Oregon Performance. The goods were packed up by Joe's family and sent to my good friend. Once everything was inventoried the goods were then shipped to me, proper paperwork taken care of and the DTM legacy was reborn. The DTM molds were sold to us on July 1, 2003 one year to the day that Joe had passed away, it was very ironic.

Now that we have shared the history of the DTM with you, we want to tell you about our plans.

We will be offering the Type 4 DTM as an entire kit by the end of August 2003, shortly thereafter we will be offering the 911 and Type I DTMs also as entire kits. We are currently working on patenting Joe's design to prevent copies of the systems design from being made.

I plan to always give Joe all the respect he deserves for creating the DTM cooling system, and to never try and claim the system as my own invention. I do have a more updated. version of the DTM in the works that has advanced directional vanes, and uses stators to direct the airflow. This system has a lot more work that needs to be done, and will not be available in the immediate future.

Thank you for reading about the history of the DTM. I hope this gives you a better understanding of what the system is, and how it came about.

Type 4 DTM and Your Car

I have designed these comprehensive pages to try and answer some common questions that I get bombarded with from conversion enthusiasts all the time.

I have taken a lot of time to try and give an explanation of the conversion using our shroud in any of the vehicles listed below. I have installed these conversion engines into most of the vehicles listed personally, but have assisted my engine customers in fitting my engines in all these applications.

Please read through my pages carefully. You will see that here and on our FAQ pages that almost every conversion question can be answered completely... If its not we welcome your email, but only after you have read our site "Cover to cover" We will not answer questions in emails that are directly answered in the pages of this site... That's why I spent so many hours on it.

Beetles - Introduction

The Beetle is perhaps has been the most widespread vehicle to house a Type IV engine conversion. Europeans have been doing it for over 20 years!. The Type IV bolts directly to the transaxle and even early vehicles rarely need any cutting of the engine bay. The beetle has a shorter input shaft and the Type 4 engine will require a modified flywheel to work correctly. It is easy to find and modify, we even sell them $100 \%$ ready to install. The conversion can be accomplished with one of our MassIVe DTM shrouds to convert to upright cooling. The Beetle is easy to convert, and it gives the car an entire new character, no more slow going up hills, and constant tinkering with small problems. With a Type 4 you can forget about needing 3rd gear for upgrades, since you will have nearly 100 stock HP. and un-believable torque.

The beetle has always had a reputation for being slow, with a Type 4 conversion the car is totally changed and modern. It is hard to explain, and must be felt for anyone to ever believe the differences that it makes in every aspect of the vehicle.

In short if your beetle has a 12 volt transaxle you can install a Type IV really easily, especially when you opt for one of our MassIVe DTM conversions.

Pick the appropriate document for your Beetle:

• Beetle (through 1967)
• Beetle (1968 & newer)

Early Beetle conversions

No matter how early your beetle is, the TIV will fit!

The early beetle is perhaps the most modified of all VWs, it seems that the earlier the Bug, the more enthusiasts want to modify it!

When a Type 4 engine is converted and installed into an early beetle, the car becomes a totally different vehicle. I have personally experienced this in several of my personal vehicles, including "The Bluebonic Plague" my 1966 Beetle that has a full time job of being a test car for our conversions.

Imagine being able to take your early beetle for a Sunday drive...... You start the engine, select the gear and engage the clutch. As you slip through traffic the car is perfectly docile and smooth. Now you come to a freeway or ramp and decide to test the cars acceleration for safe entry into high- speed traffic. As you step on the accelerator the engine passes through about 3,000 Rpm's and the heads start to flow and the camshaft starts to take effect and you feel the marvelously satisfying surge of power offered by the MassIVe Type IV engine! This is now a car that is no longer a Volkswagen. It will cruise on Europe's Autobahns at 100+ Mph, yet it will whisper along at 55mph and responds to your every demand when the occasion calls for it.

What I have just described is the experience that one of my customers that had an early beetle (54 Oval) with one of our 2270 engines and a MassIVe DTM wrote to me in an email. This is what a 150BHP 2270cc Conversion engine is capable of. Amazingly the engine idles like stock and maintains a 30MPG fuel economy.

Being able to cruise down the road to a car show or event and leave your toolbox at home, while passing non Type 4 converted cars in the fast lane is an experience that one must "live" to believe. When you see VWs with less displacement than yours having to be trailered to get to distant shows you will be proud of your Type 4 engine and its MassIVe DTM cooling system.

The first time someone passes by your beetle and does a "double take" at the engine, the entire conversion just paid for its self. I Love to hear guys say "How in the world did you do that?" they have no idea that it was just as easy as a Type 1 installation into the same car with our parts, or complete engine! The shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Type 1 cooling parts and our water-jet cut sheet aluminum air sealing kit. The installation of the engine into your vehicle is easy, it installs just like a standard Type 1 engine with dual carburetors and in most cases can be done in about the same amount of time. The early beetle does has a more narrow engine bay, and the deck lid sits closer to the engine than the later beetles. The Type 4 engine still fits $95 \%$ of the time with no cutting or trimming. If cutting or trimming is needed it is very minimal and normally only needed on vehicles that were once in rear end collisions. Once again this is VERY RARE.

If your transaxle is a pre 1971 you will only need 3 later model pieces (release bearing, clutch cross shaft, and a release bearing guide, all of which we sell in a kit just for this) to bolt the Type 4 engine to your current gearbox. If you have a post 1971 gearbox no conversion pieces are needed and the engine is a direct bolt up. This gives better fuel economy and better torque transfer with the now larger engine. I do not recommend the early 4.37:1 transaxles to be used with Type 4 power, the gearing is simply incorrect for the Type 4 power band.

Currently there are only a few exhaust systems for the Type 4 conversion. We are working on getting several of these imported and offering them as well. These exhaust systems do not incorporate standard heater boxes and fan shroud pressurized air for heat delivery are more difficult to arrange with a Type 4 conversion. The best method of updating your heating system is with a "Gas heater" These were original equipment on many VW's and we keep a few of them around to sell most of the time.

The conversion engine will need to be fitted with Dual Carburetors, or a Fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient, so this is not an issue with most conversion enthusiasts.

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1, it looks like something many people have never seen, and that will separate you at car shows and events. We are working on having our shrouds made in Carbon Fiber, now THAT'S going to be cool looking for sure!

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines Aircooled Technology. Do it all once and forget it!

With our shroud and a Type 4, the engine won't be needing much more than a wipe down, because it simply won't be breaking any longer- It's a TIV! You'll find yourself opening the deck lid mostly to show off what you have installed, not to work on the engine....

Later beetles 1968+

The latest craze is coming with modification of the "Super Beetle" it is called the German, or Euro look, and almost all these cars are equipped with large Type IV engines. Porsche brakes, Porsche Wheels and carbon fiber components. If you desire a car of this attitude, you definitely need a MassIVe conversion engine stuffed into the engine bay, and one of our shrouds to go with it!

Not just "Super beetles" or "German lookers" can benefit from a Type 4 conversion. The later beetle is heavier than its relative, the early beetle, and can really use the added torque and power-band of a Type 4 engine.. No matter what look you are going for!

Our MassIVe DTM shroud coupled to any Type 4 engine and installed in a later beetle is a great thing. The shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Type 1 cooling parts and our water-jet cut sheet aluminum air sealing kit.

If your beetle is a 1968-70 you will only need 3 later model pieces (release bearing, clutch cross shaft, and a release bearing guide, all of which we sell in a kit just for this) to bolt the Type 4 engine to your current gearbox. If you have a post 1971 gearbox no conversion pieces are needed and the engine is a direct bolt up. This gives better fuel economy and better torque transfer with the now larger engine.

The installation of the engine into your vehicle is easy. It installs just like a standard Type 1 engine with dual carburetors and in most cases can be done in about the same amount of time.

Currently there are only a few exhaust systems for the Type 4 conversion. We are working on getting several of these imported and offering them as well. These exhaust systems do not incorporate standard heater boxes and fan shroud pressurized air for heat delivery are more difficult to arrange with a Type 4 conversion. The best method of updating your heating system is with a gas heater.

These were original equipment on many VW's and we keep a few of them around to sell most of the time. The conversion engine will need to be fitted with Dual Carburetors, or a Fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient, so this is not an issue with most conversion enthusiasts.

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1, it looks like something many people have never seen, and that will separate you at car shows and events.

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology. Do it all once and forget it!

Type 181(Thing) When a "181" is converted to Type IV power it becomes a "481"!

A "481" is my terminology for a rugged vehicle that has the power needed to push a 2.700 pound, square nosed, less aerodynamic vehicle down the freeway at speeds unparalleled by a Type I engine, and do so for a minimum of 100.000 miles!

The THING is a great candidate for conversion treatment, it's design, especially the engine bay, makes the conversion easy, and also makes it easy to get to when trying to do maintenance on the engine. The added torque of the Type IV engine is welcomed when it comes to better driving characteristics, crossing mountains, or cruising the speed limit on the freeway for hours. The stock gearbox of the THING will hold the power of the Type IV engine without problems, but for abusive or off road applications it should be upgraded to either bus gearing or a better-built Type I gearbox. We offer a wide range of options for a gearbox for a Type 4 converted 181, and we can design and build the transaxle to any specification as long as its transmitting Type IV power!

Imagine being able to jump in your Thing, drive at the speed limit or above....... Imagine being able to never use 3rd gear again to pull a hit...... Imagine getting 25+ MPG no matter how hard you drive the Thing....... And most of all imagine only opening the deck lid to show the engine to your other VW buddies that just got amazed at 90Mph in a Thing! With a Type "481" this is a true reality that I have experienced! With the larger engine the car handles higher speeds easier and feels more stable in crosswinds, the way it changes the car is un believable! It does all this and still idles smoother than a stock Type 1 engine!

Our MassIVe DTM shroud kits will fit into the "THING" and will do so without any cutting required. The Shroud fits like a glove in the engine compartment, and looks like it belongs there! The shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Type 1 cooling parts and our water-jet cut sheet aluminum airs sealing kit.

Being a THING owner means that you car came from the factory ready to bolt the Type 4 engine to your current gearbox (as long as it has not been swapped, if it has we have the pieces to adapt it easily if you have any post 1971 gearbox no conversion pieces are needed and the engine is a direct bolt up.

The installation of the engine into your vehicle is easy, it installs just like a standard Type 1 engine with dual carburetors and in most cases can be done in about the same amount of time. With the 181 there is plenty of space to get into the engine bay

Currently there are only a few exhaust systems for the Type 4 conversion. We are working on getting several of these imported and offering them as well. These exhaust systems do not incorporate standard heater boxes and fan shroud pressurized air for heat delivery are more difficult to arrange with a Type 4 conversion. The owners of 1973 181s already have a gas heater, so they are set to go. For those with a 1974181 I highly suggest sourcing a gas heater. I have one in my 1973181 and have always loved it.

The conversion engine will need to be fitted with Dual Carburetors, or a Fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient, so this is not an issue with most conversion enthusiasts.

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1, it looks like something many people have never seen, and that will separate you at car shows and events.

My personal "181" has been converted to a "481" and is now being fully restored and will be outfitted with my newest engine combination, the 2316"B". I drove it as a normal "481" for a year daily before deciding to add the suspension upgrades and make it a full time off road/play car. If your application is a THING, add a "big Block" and enjoy higher top and cruise speeds as well as added acceleration.

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology Do it all once and forget it! See our 2270"B" or 2316"B" for the engine you really need to wake up the "481"!

Karmann Ghia

The Karmann Ghia is an excellent application for a Type IV conversion and once again, no cutting is required. The Ghia attitude and styling suggests that it is a faster VW, more performance oriented, it really needs the extra power! installing the Type 4 in a Ghia will really wake it up and allow you to be as fast as you look.

Ghias are

This extra weight is barely noticed by a converted Type IV engine, it makes more than enough power to push the Ghia and make it perform to its physical appearance. The engine bay of the Ghia makes it easy for maintenance, our DTM style shroud fits with no issues, and the deck lid closes fully with no interference. I have seen some cars that needed shorter air filters on the dual carburetors to clear the left side deck lid spring, but that's an easy fix.

The The shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Ti cooling parts and our water-jet cut sheet aluminum air sealing kit.

If your Ghia is a 1968-70 you will only need 3 later model pieces (release bearing, clutch cross shaft, and a release bearing guide, all of which we sell in a kit just for this) to bolt the Type 4 engine to your current gearbox, if you have a post 1971 gearbox no conversion pieces are needed and the engine is a direct bolt up. Or you can opt for one of our conversion gearboxes that's $100 \%$ set up for the Type 4 engine and is ready to install. This gives better fuel economy and better torque transfer with the now larger engine.

The installation of the engine into your vehicle is easy, it installs just like a standard Type 1 engine with dual carburetors and in most cases can be done in about the same amount of time.

Currently there are only a few exhaust systems for the Type 4 conversion. We are working on getting several of these imported and offering them as well. These exhaust systems do not incorporate standard heater boxes and fan shroud pressurized air for heat delivery are more difficult to arrange with a Type 4 conversion. The best method of updating your heating system is with a "Gas heater".

These were original equipment on many VWs and we keep a few of them around to sell most of the time. The conversion engine will need to be fitted with Dual Carburetors, or a Fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient, so this is not an issue with most conversion enthusiasts.

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1, it looks like something many people have never seen, and that will separate you at car shows and events.

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology Do it all once and forget it!

Of all the conversions we have done, the Ghias are the easiest, and really turn heads wherever they go. If you have a Ghia (any year) and want to boost the daily drivability or all around performance, choose the Type IV for the job and you will be amazed. Ghias are really easy to work on with their engine bay, and that means a lot! With our shroud and a Type 4 the engine won't be needing much more than a wipe down, because it simply won't be breaking any longer- It's a Type 4!

Early Busses (to 1967)

Once again, Type IV power is a bolt in replacement. These vehicles need more power, and they can get it with a Type IV engine! The stock reduction boxes can be used with a Type IV, but it is not the best choice, as the TIV has more than double the stock torque of the Type I engine. When running TIV power the reduction boxes simply are not a needed item. VW intended them to reduce the load placed and increase RPM (for added cooling fan speeds) on the small Type 1 engines that busses came factory with. When a TIV is added with our Awesome MassIVe DTM shroud all the cooling issues are a thing of the past.

If you have an early Bus and want more power while gaining reliability and rigidity, the Type IV is the way to go. The nice thing is that an early Bus with a Type IV power plant never needs that dreaded downshift back into the power band to climb a hill. That's a huge plus. With a Type 4 powered early bus it actually can run at highway speeds on the freeway for hours at a time, it feels more like a modern car! The early bus needs a good "Kick in the pants" for today's driving styles and the TIV completes that task with no problems at all

The conversion is much like the Beetle conversion as the two share the same type of transaxle case, and input shaft so you will need the slightly modified flywheel we speak of in the Beetle description. The early bus also requires an upright conversion kit. Our MassIVe DTM is the best choice by far. Our system will effectively cool the engine, even better than the stock arrangement, and does so with a unique appeal.

Our MassIVe DTM shroud coupled to any Type 4 engine and installed in an early bus is a great thing. The shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Type 1 cooling parts and our water-jet cut sheet aluminum air sealing kit.

If your Bus conversion will keep the original early gearbox you will only need 3 later model VW pieces (release bearing, clutch cross shaft, and a release bearing guide, all of which we sell in a kit just for this) to bolt the TIV engine to your current gearboxes. If you have a post 1971 gearbox for your reduction box elimination (not required) no conversion pieces are needed and the engine is a direct bolt up. This gives better fuel economy and better torque transfer with the now larger engine.

The installation of the engine into your vehicle is easy, it installs just like a standard Type 1 engine with dual carburetors and in most cases can be done in about the same amount of time. Since the rear of the early bus is removable you can slide the engine in in 5 minutes, and then bolt it up!

Currently there are only a few exhaust systems for the Type 4 conversion. These exhaust systems do not incorporate standard heater boxes and fan shroud pressurized air for heat delivery are more difficult to arrange with a Type 4 conversion.

The best method of updating your heating system is with a gas heater. These were original equipment on many VWs.

The conversion engine will need to be fitted with Dual Carburetors, or a Fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient, so this is not an issue with most conversion enthusiasts.

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1. It looks like something many people have never seen, and that will separate you at car shows and events.

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology Do it all once and forget it!

1968-71 Busses

These require a little more work. In 1968 VW did a weird thing: they removed the transaxle supports from a Bus (aka frame horns). When they did this, they added a support to the rear of the engine, sometimes called a "moustache bar". This moustache bar holds all the weight and rotational force, as well as vibration from the entire engine and transaxle combination.

This makes for the hardest conversion for a Type 4 power plant as the installer must fabricate a mount that will be strong enough to provide support for both the engine and transaxle and make it clear the exhaust system. The conversion is the only one that we have actually never attempted here at our shop, so I have no first hand experience with it. I have sold several engines to those doing the conversion themselves and have learned a lot while trying to brainstorm with them on the idea and way to make it work effectively. A really good addition is to add a 72-74 bus bell housing which is set up for the Type 4 engine from the factory, the installer can add some small mounts to the chassis of the bus and use the factory mounts on top of the 72-74 bell housing to help hold some of the load and rotation of the engine/trans combination. The rear engine mount can be fabricated with some stock Type IV engine mount pieces, and some welding time, the main requirement is thought. The earlier 68-71 Bus gearboxes also share the same problem as the Type I does, with the input shaft being a little too short for the conversion, but this is easily remedied with the conversion flywheel (modified stock vw part) that we will talk about later. If you want Type IV power and you have a 68-71 Bus, it will take you a little more work, but it can be done and is well worth it.

Our Massive DTM shrouds will also work in these applications and will help keep the engine temperatures under control, while increasing the ease of maintenance of the engine.

1972-79 Busses

You guys are lucky. Type IV power was factory in your vehicles, let us add more with our "Camper Special" or our "Powerstroke" Bus engines.

Stay tuned as we have plans for an updated cooling fan arrangement for better cooling with the stock Type 4 shroud arrangement!

Rail Buggies / Sand Rails / Manx Applications

Back when Joe first started his production of the DTM shroud, that we now call our MassIVe DTM he installed them primarily into dune buggies, and sand rails for use in the Oregon wilderness. Off road applications are hard on vehicles and and engines. Joe took that into perspective when designing the DTM arrangement. For instance should an off-road glitch require the shroud to be removed, it can be simply by removing a single spring and sliding the oil cooler out of the housing. This keeps dirt and debris out of the lines that would normally otherwise be open for anything to contaminate.

A sand rail with 32+" tires really needs the huge torque of a Type 4 engine, just like a heavy application would. The tire sizes increase the load on the engine. With a MassIVe DTM these loads are not an issue, it'll cool anyway!

For applications that will not see off road types of abuse, the DTM and a Type 4 is still an awesome choice for engine/cooling system. Most sand rails and Manx buggies weigh less than 1200 pounds. Take a 1200 pound buggy, add a Type 4 engine making just 120BHP and you easily have a vehicle that can be driven in any type of application, and be a reliable rocket ship!

If you have a Buggy, then you also need a MassIVe DTM for it and the matching engine too. Our MassIVe DTM shroud kits will fit into the buggy and will do so without any cutting/welding required. The shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Ti cooling parts.

The installation of the engine into your vehicle is easy, installs just like a standard Type 1 engine with dual carburetors and in most cases can be done in about the same amount of time. With the rail' buggy there is plenty of space to get around the engine.

Currently there are only a few exhaust systems for the Type 4 conversion. In a sand rail we are working on getting several of these imported and offering them as well.

The conversion engine will need to be fitted with Dual Carburetors, or a Fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient, so this is not an issue with most conversion enthusiasts.

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1, it looks like something many people have never seen, and that will separate you at car shows and events.

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology. Do it all once and forget it! See our 2270"B" or 2316"B" for the engine you really need to wake up the A buggy, that's what we designed their combinations for!

Porsche Speedster Replicas

The Porsche speedster is a very sleek, sporty, vintage Porsche Replica- It Looks FAST. It deserves the power to motivate down the road, for thousands of miles, and do so without constant maintenance.

Many replicar owners are not super handy with tools, so they need an entire vehicle that is trouble free. They also need an engine to propel that vehicle that also is trouble free. When the Type 4 is converted with a MassIVe DTM shroud this is the end result- A reliably powerful engine!

The Speedster is a great car for getting around town in, as well as jumping on the freeway and making a trip to a car show or other event. The Type 4 engine (of pretty much any displacement) is great in town, or on the highway, so the character of the speedster is enhanced by the addition of the "Factory Big Block" The Type IV

Being able to have a 100 (stock HP) or 150 BHP (performance 2,270cc) engine that idles like stock in town and gets 30 MPG, while having a rev capability of 7,000RPM (with performance engines) is absolutely amazing. It really pushes the speedster at any speed, and power is virtually on demand with the Speedster's lightweight body and chassis.

The MassIVe DTM shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Type 1 cooling parts and our water jet cut sheet aluminum air sealing kit.

If your Speedster is outfitted with a transaxle prior 1971 you will only need 3 later model pieces (release bearing, clutch cross shaft, and a release bearing guide, all of which we sell in a kit just for this) to bolt the Type 4 engine to your current gearbox. If you have a post 1971 gearbox no conversion pieces are needed and the engine is a direct bolt up. The Type 4 engine will bolt to either a swing axle or IRS chassis. Some conversion enthusiasts opt for one of our conversion gearboxes that's 100\% set up for the Type 4 engine and is ready to install. This gives better fuel economy and better torque transfer with the now larger engine. We design the gearbox for you and your cars power plant.

The installation of the engine into your vehicle is easy, it installs just like a standard Type 1 engine with dual carburetors and in most cases can be done in about the same amount of time. The Speedster has a larger engine bay and the engine will slip right in, with NO CLEARANCE ISSUES.

Currently there are only a few exhaust systems for the Type 4 conversion. We are working on getting several of these imported and offering them as well. These exhaust systems do not incorporate standard heater boxes and fan shroud pressurized air for heat delivery are more difficult to arrange with a Type 4 conversion. The best method of updating your heating system is with a "Gas heater". These were original equipment on many VWs and we keep a few of them around to sell most of the time.

The conversion engine will need to be fitted with Dual Carburetors, or a Fuel Injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient, so this is not an issue with most conversion enthusiasts.

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1. it looks like something many people have never seen, and that will separate you at car shows and events. The MassIVe DTM has a hint of a nostalgic look, and some people will confuse it with the factory speedster engine. I have even had folks think that a converted engine was a 547 4 Cam (AKA Carrera engine).

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology. Do it all once and forget it!

Of all the conversions we have done, The speedster is one of my favorite cars. They really turn heads wherever you go. If you have a Speedster (any Manufacture) and want to boost the daily drivability or all around performance, choose the Type IV for the job and you will be amazed. With our shroud and a Type 4 the engine won't be needing much more than a wipe down, because it simply won't be breaking any longer. It's a Type 4!

Porsche 550 Spyder Replicas

The Porsche Spyder was born to be fast and has a rich racing heritage. To do the Spyder justice, it needs Horsepower and it needs a healthy dose of it. While getting its dose of HP, it needs to be done reliably without constant maintenance. A Spyder that breaks all the time just isn't any fun.

Many Spyder owners are not "super handy" with tools, so they need an entire vehicle that is trouble free. The ones that are will appreciate the fact that everything involved with our MassIVe Shroud is simple to work with!

The Spyder needs an engine to propel it effortlessly, and that's what the TIV is capable of. Most Spyders weigh in at around 1200 pounds. Testament to TIV power I personally have a Porsche 914 that is equipped with a MassIVe 2316cc "Annihilator" engine combination. My 914 weighs in at 2200 pounds. As an example this car will turn 7,700 Rpm and 110MPH in just third gear. It does this reliably enough to make a 5 hour drive with temperatures near stock levels. This engine combination can be outfitted with a MassIVe DTM system, and will cool extremely well. We offer these engines to Spyder owners in complete form on our sister site Aircooled Technology.

When the TIV is converted with a MassIVe DTM shroud the end result- A reliably powerful engine!

The TIV engine (of pretty much any displacement) is great in town, or on the highway, so the character of the speedster is enhanced by the addition of the "Factory Big Block" The Type IV!

Being able to have a 100/stock HP>150BHP(performance.2270cc) or 180+HP (Performance 2316cc)engine that idles like stock in town and gets 22-30 MPG, while having a rev capability of up to 8,000RPM (with performance engines) is absolutely amazing. It really pushes the Spyder like a rocket ship at any speed, and power is totally on demand with the Spyders incredibly lightweight body and chassis.

The MassIVe DTM shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Ti cooling parts.

If your Spyder is outfitted with a transaxle prior 1971 you will only need 3 later model pieces (release bearing, clutch cross shaft, and a release bearing guide, all of which we sell in a kit just for this) to bolt the TIV engine to your current gearbox. If you have a post 1971 gearbox no conversion pieces are needed and the engine is a direct bolt up. The TIV engine will bolt to either a swing axle or IRS chassis. The Spyder is so light that all conventional means of figuring gearing change with a TIV.

The installation of the engine into your vehicle is easy, it installs just like a standard Type 1 engine with dual carburetors and in most cases can be done in about the same amount of time. The Spyder has no engine bay and the engine will slip right in, with NO CLEARANCE ISSUES.

Currently there are only a few exhaust systems for the Type 4 conversion. The best Spyder system I have seen comes from Greg at Vintage Spyders and works well in a Type 4 converted Spyder.

The conversion engine will need to be fitted with Dual Carburetors, or a Fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient; so this is not an issue with most conversion enthusiasts.

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1, it looks like something many people have never seen, and that will separate you at car shows and events. The MassIVe DTM has a hint of a nostalgic look. I have even had folks think that a converted engine was a 547 4 Cam (AKA Carrera engine) at first glance!

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology. Do it all once and forget it! We love to build Spyder engines, and I can personally say that everyone I have ever driven, simply HAULS ASS!

If you have a Spyder (any Manufacture) and want to boost the daily drivability or all around performance, choose the Type IV for the job and you will be amazed. With our shroud and a Type 4 the engine won't be needing much more than a wipe down, because it simply won't be breaking any longer- it's a Type 4!

Porsche 356 and the Type IV

The Porsche 356 is a great vintage vehicle, and has sufficient power to keep up with today's traffic in most instances. The cars handle great and zip around town and through the twisties with ease.

The 356 has one major con in the engine department, and that's with cost Vs. Horsepower and reliability. We do 356 engine rebuilds and have some of them posted on Aircooled Technology from doing these engines in the past, we know how difficult it is to find quality parts at a good price. Due to the high priced hard to get engine parts, it is not uncommon for a stock 356 engine to cost over 7-8,000.00 to be done right.

Enter the 4th dimension- Add Type 4 power to your 356

Porsche chose the VW TIV engine for use in the 914 and 912E!

Yes, you heard right... it is possible to install a VW Type 4 engine into your 356 for LESS than rebuilding your stock engine! Our MassIVe DTM converts the "pancake style" Type 4 engine to an upright engine, and allows the install quickly and easily!

Imagine having 150 BHP of reliable performance at the turn of the ignition. You can have your cake and eat it too! And all for less or equal the cost of rebuilding your stock engine. Heck, its even possible with the Type 4 engine to install air conditioning to that same engine, and never know its turned on!

With a Type 4 power plant of any size you can enjoy tremendous torque, and excellent fuel economy, while keeping super reliability! Choosing Type 4 power for the 356 is a wise move in every direction, from reliability to parts acquisition to cost and every other aspect.

Here are the facts...

With our MassIVe DTM cooling system it is possible to remove your stock engine, in its entirety. The stock engine can be stored for originality purposes, so when you sale the car you have maintained its originality. When fitting the Type 4 power plant you will not need any of the stock 356 engine parts for the conversion, so your original engine can be put in safe keeping for later

The Type 4 engine with the MassIVe DTM cooling system and our conversion modified flywheel will slide directly into your 356 gearbox. The installation also DOES NOT REQUIRE ANY CUTTING OF YOUR 356 OR MACHINING OF THE Type 4 ENGINE!

When the Type 4 is converted with a MassIVe DTM shroud this is the end result- A reliably powerful engine! If you want a stock Type 4 engine making 80 BHP, or one of our complete MassIVe conversion engines from Aircooled Technology that can make 160BHP with a few modifications and a dose of our "attention"... You will not be disappointed either way. With the Type 4 added displacement does not cost reliability or longevity decreases when done the correct way with a proven recipe.

The TIV engine (of pretty much any displacement) is great in town, or on the highway, so the character of the 356 is enhanced by the addition of the "Factory Big Block" The Type IV!

Being able to have a 100 (stock HP) or 150BHP (Performance 2270cc) engine that idles like stock in town and gets 30 MPG, while having a max capability of 7,000RPM (with performance engines) is absolutely amazing it really pushes the 356 at any speed, and power is virtually on demand with the 356's gearing.

The MassIVe DTM shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Type 1 cooling parts and our water-jet cut sheet aluminum air sealing kit. We have a sealing air tin cut made especially for the 356 conversion, this makes the job a cinch, and so easy!.

The installation of the engine into your vehicle is is easy, it installs just like a standard 356 engine, in most cases can be done in about the same amount of time. The 356 has a larger engine bay and the engine will slip right in, with NO CLEARANCE ISSUES.

Currently there are only a few exhaust systems for the TIV conversion. We are working on getting several of these imported and offering them as well. These exhaust systems do not incorporate standard heater boxes and fan shroud pressurized air for heat delivery are more difficult to arrange with a TIV conversion. The best method of updating your heating system is with a gas heater. These were original equipment on many VWs and we keep a few of them around to sell most of the time.

The conversion engine will need to be fitted with Dual Carburetors, or a Fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the Type 4 have been proven to be inefficient, so this is not an issue with most conversion enthusiasts. With a set of conversion manifolds and linkage you can keep your stock Zenith or Solex carburetors for the conversion engine!

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1, it looks like something many people have never seen, and that will separate you at car shows and events. The MassIVe DTM has a hint of a nostalgic look, and some people will confuse it with the factory 356 engine. I have even had folks think that a converted engine was a 547 4 Cam (AKA Carrera engine).

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology. Do it all once and forget it!

With our shroud and a TIV the engine won't be needing much more than a wipe down, because it simply won't be breaking any longer- it's a TIV!

So in one sentence I'll sum it up...

Add 40-50BHP to your 356, do it easily, and do it for the same or less than rebuilding the factory engine to stock specifications!

Porsche 912 and the TIV

Create your own "912E" with your early 912!

The Porsche 912 is a great vintage vehicle, and has sufficient power to keep up with today's traffic in most instances. The cars handle great, but are a tad bit heavier than the earlier 356 which shares virtually the same engine.

The 912 shares one major con in the engine department with the 356, and that's with cost Vs. Horsepower and reliability. We do 356/912 engine rebuilds and have some of them posted on Aircooled Technology from doing these engines in the past, we know how difficult it is to find quality parts at a good price. Due to the high priced hard to get engine parts, it is not uncommon for a stock 356/912 engine to cost over 7-8,000.00 to be done right.

Enter the 4th dimension- Add TIV power to your 912

Porsche chose the VW TIV engine for use in the 914 and 912E!

Yes, you heard right... it is possible to install a VW Type 4 engine into your 356 for LESS than rebuilding your stock engine! Our MassIVe DTM converts the "Pancake style" TIV engine to an upright engine, and allows the install quickly and easily! With the 912 you have an engine bay that will accommodate a 6 cylinder engine. With that comes the possibility of installing a Type 4 engine in its original pancake state, and having it look like a factory 912E, which shared the same engine, the TIV. If you choose to do the conversion with our upright kit, you will gain efficiency, and ease of maintenance. If you want to keep the engine a "pancake" we can provide you with the appropriate conversion pieces and do so with no guesswork.

Imagine having 150 BHP of reliable performance at the turn of the ignition. You can have your cake and eat it too! And all for less or equal the cost of rebuilding your stock engine. Heck, its even possible with the Type 4 engine to install air conditioning to that same engine, and never know it's turned on!

With a Type 4 power plant of any size you can enjoy tremendous torque, and excellent fuel economy, while keeping super reliability! Choosing Type 4 power for the 356/912 is a wise move in every direction, from reliability to parts acquisition to cost and every other aspect.

Here are the facts...

With our MassIVe DTM cooling system it is possible to remove your stock engine, in its entirety. The stock engine can be stored for originality purposes, so when you sale the car you have maintained its originality. When fitting the Type 4 power plant you will not need any of the stock 356/912 engine parts for the conversion, so your original engine can be put in safe keeping for later

The TIV engine with the MassIVe DTM cooling system and our conversion modified flywheel will slide directly into your 356 gearbox. The installation also DOES NOT REQUIRE ANY CUTTING OF YOUR 912 OR MACHINING OF THE TIV ENGINE!

When the TIV is converted with a MassIVe DTM shroud this is the end result- A reliably powerful engine! If you want a stock TIV engine making 80 BHP, or one of our complete MassIVe conversion engines from Aircooled Technology that can make 160BHP with a few modifications and a dose of our "attention"... You will not be disappointed either way. With the TIV added displacement does not cost reliability or longevity decreases when done the correct way with a proven recipe.

The TIV engine (of pretty much any displacement) is great in town, or on the highway, so the character of the 356 is enhanced by the addition of the "Factory Big Block" The Type IV!

Being able to have a 100 (stock HP) 150BHP (Performance 2270cc) engine that idles like stock in town and gets 30 MPG, while having a rev capability of 7,000RPM (with performance engines) is absolutely amazing. It really pushes the 912 at any speed, and power is virtually on demand with the vehicles gearing.

The MassIVe DTM shroud installs onto the engine quickly and easily. This is especially true if you opt for our deluxe kit with all new Type 1 cooling parts and our water-jet cut sheet aluminum air sealing kit. We have a sealing air tin cut made especially for the 912 conversion, this makes the job A cinch, and so easy!

The installation of the engine into your vehicle is easy, it installs just like a standard 912 engine, in most cases can be done in about the same amount of time. The 912 has a larger engine bay and the engine will slip right in, with NO CLEARANCE ISSUES.

Currently there are only a few exhaust systems for the TIV conversion. We are working on getting several of these imported and offering them as well. These exhaust systems do not incorporate standard heater boxes and fan shroud pressurized air for heat delivery are more difficult to arrange with a TIV conversion. The best method of updating your heating system is with a gas heater. These were original equipment on many VWs and we keep a few of them around to sell most of the time.

The conversion engine will need to be fitted with dual carburetors, or a fuel injection system that uses twin throttle bodies with hex bar linkage. The design of the shroud does not allow the use of a single carburetor. Single carburetors on large engines like the TIV have been proven to be inefficient, so this is not an issue with most conversion enthusiasts. With a set of conversion manifolds and linkage you can keep your stock Zenith or Solex carburetors for the conversion engine!

One of the best parts of our cooling system is that the engine does not look like a 911, or a Type 1, it looks like something many people have never seen and that will separate you at car shows and events. The MassIVe DTM has a hint of a nostalgic look, and some people will confuse it with the factory 356/912 engine. I have even had folks think that a converted engine was a 547 4 Cam! (AKA Carrera engine)

If you currently own a 912E, our shroud will also install easily to your current engine, and will provide better cooling and ease of maintenance!

Of course, if you desire your conversion engine to be designed, balanced, blueprinted assembled and thoroughly dyno tested by a professional, then see our complete conversion engines on our sister site Aircooled Technology. Do it all once and forget it

With our shroud and a Type 4 the engine won't be needing much more than a wipe down, because it simply won't be breaking any longer- It's a Type 4!

So in one sentence I'll sum it up...

Add 40-50BHP to your 912, do it easily, and do it for the same or less than rebuilding the factory engine to stock specifications!

I Love 912s, and I Love my 912E... make your car a 912E and do what I do with mine... drive it 30,0,0 miles in one year and only open the deck lid to show off what you have got, that "THEY" don't!

What is the Type 1 DTM?

We are proud to introduce the latest evolution in aircooled technology- the VW Type 1 DTM, the ultimate in cooling for your upright VW Type 1 engine! What does "DTM" stand for? DOWN THE MIDDLE! Just as our logo above illustrates ... It's the only cooling system available for the VW Type 1 that effectively and efficiently routes cooling air to all 4 cylinders equally! It has seen multiple hours of dynamometer testing to enhance the airflow to the cylinders that need it most!! This is something that no other cooling system available presently incorporates!

Don't worry... If you vehicle currently has a VW Type 1 upright engine, the DTM will fit!

Your DTM kit is so simple that even the most novice of users should be able to install the DTM in a few hours. Professionals can install this kit in a little over an hour! Save time and save money! Your new DTM kit uses your existing doghouse fan, factory alternator or generator, and factory engine tin, making the conversion sweet and simple. Through dozens of hours of real world and controlled dyno testing, we have proven that the VW Type 1 DTM outperforms any 911 cooling system and use less HP than a 911 cooling system at the same time! The T1 DTM is a one piece design that incorporates the fan shroud and cylinders as one piece, thus eliminating air leakage around loose fitting fins. Most aftermarket systems have loose fitting fins and lose an extreme amount of cooling air.

Will the Type 4 Fit?

YES! But how big is it?

The Type IV engine will fit in conversion state with our cooling systems into ANY vehicle that previously housed a VW Type I engine. This includes the Beetle, Ghia, Thing and Bus (pre 1968 is a direct bolt up, 68-71 requires some work)

Porsche Speedster and Spyder replica owners as well as early 356/912 owners can also convert their cars easily, with our shroud and products, it's a bolt up!

Very, very seldom do we find it necessary to cut the engine bay of the vehicle for the Type IV installation. Almost every engine bay we have needed to trim for install was due to the vehicle being previously damaged from rear end collisions (that was a very early beetle).

The Type IV engine is very similar to the Type I in design. The factory cooling system, (that is not used in an upright conversion), is the single biggest difference in size between the two engines. We can only give generalities of size difference, such as distance between carburetor inlets and etc. when our MassIVe DTM shrouds are utilized.

When converted to upright the Type IV is actually easier to perform tuning and repairs to. Most of this is due to the fact that the Type IV engine equipped with dual carburetors is a whopping 2" more NARROW than a Type I with the same dual carburetors. This allows for easier access to spark plugs, and carburetor adjustments. Our cooling systems make it easy to repair most items in the engine bay, as there is virtually nothing to interfere with the part being removed/replaced. The engine installs the same as any Type I engine. Below is a general difference in physical size between the two engines.

Dimension	Type 1	Type 4
Engine width (carb inlet to carb inlet)	~34 inches	32 inches
Engine length (pressure plate to crank pulley)	16.5 inches	18? (no clearance problems)
	Depends on the cooling system	No more than 27.5" (no clearance problems)

The Type I engine is becoming plagued with aftermarket companies that are slowly killing its longevity, the days of quality German parts are almost gone, More and more the words "Made in Taiwan" are appearing on parts that in the past have said the names of an OEM supplier. The Type IV engine is a performance engine and has been used by the 914 racing crowd for years and never do I see the words "Made in Taiwan" stated on our performance parts or any Type IV specific part for that matter! Most of the Type IV parts are made in Germany or in other countries known for their quality raw materials and products. A good example of this is the new Type I Aluminum crankcase, its truly aftermarket and lacks MANY of the features that VW incorporated into the Type IV engine. This crankcase weighs 12 pounds MORE than a Type IV crankcase. A lot of the Type IV engine parts we use and sale are made in the USA. In short the parts for a Type IV engine may cost a little more but rest assured that they are the best quality available.

DTM Q&A

Here are a list of frequently asked questions that I thought I would share with you. Hopefully it will clarify what the DTM fits, and how it works.

Q: How easy does it install?

A: The DTM is the easiest and fastest way to convert your engine in the world! There is no kit that provides the cooling that the DTM does and is as user friendly. I have been using DTMs for years and have become totally infatuated with its ease of installation compared to every other kit on the market.

Q: What color does it come in?

A: Currently only a highly polished Gelcoat Black, that looks awesome and nearly original.

Q: Does it have a thermostat?

A: No it does not incorporate a thermostat. We have found that in the winter months simply swapping to an earlier type of cooling fan (say from a 13-1500cc engine) will provide excellent warm up, even in cold climates. The addition of an oil thermostat is a plus, but is not needed.

Q: What core engine is best?

A: It doesn't matter, all Type IV engines are strong, and great for conversion.

Q: Do I need to cut my car for it to fit?

A: It is VERY, VERY rare to ever need to cut a vehicle for an install of a DTM.

Q: Will the TIV engine fit into my current transaxle?

A: If you have ANY VW Type I/ Type II gearbox or Porsche 901/915 gearbox, we can set you up with a no guesswork interchange. The Type IV slides right in.

Q: What engines/cases will the MassIVe DTM fit?

A: The DTM will fit any engine with an open breather chimney. This includes any W, CB, CD, EA, EC, ED, GA, GC, GD, and GE cases. Basically any 1700-2000CC engine. In other words unless your engine came from any Vehicle other than a '80-'83 Vanagon, our shroud will bolt right on. Easily. It will not fit the CV cased Vanagon engines without serious modifications.

Q: What cylinder heads will it work with?

A: Any Type IV cylinder head, of any year or engine size, from 1.7-2.0 and even the 2.0 Porsche original heads.

Q: Does the engine need any machine work for the shroud to fit?

A: No, almost all the 911 arrangements require machining of the case, but the DTM does not. The DTM requires that 3 holes be drilled, and then the shroud slides right on and bolts down like a charm!

Q: What if I have a lot of cylinder shim, due to having a stroker Engine?

A: No worries, the shroud easily accommodates up to 0.250" of added engine width per side of the engine. The shroud can be modified to accommodate almost 0.500" of added engine width, again per side.

Q. What carbs do I need to use?

A: The DTM requires dual carburetors or EFI with dual throttle bodies. Single carburetors will not work due to the offset design of the shroud.

Q: What fan does it use?

A: Any 1971 and later Type I fan will work. For RPMs above 5000, a welded and balanced fan is required.

Q: How big can my engine be for the DTM to cool it?

A: We have not found any application where the DTM cannot provide sufficient cooling with bore sizes up to 94mm on a bus and 96mm for other models; for bore sizes larger than 96mm, Nickies cylinders are required.

Q: What if I live in Arizona or Nevada? Will my engine run hot?

A: No, the DTM handles high temps well due to low humidity in deserts. We've sold to hot climates like Singapore with no issues.

Technical Specifications

These are the technical specifications and dimensions for The MassIVe DTM shroud kit

Offset Shroud:

Shroud is set back on left side to permit air to blow directly between #3 and #4 cylinders. This is the main difference between the MassIVe DTM shroud and any other cooling system currently available. Not even the Porsche 911 systems have a means of directional airflow incorporated into their design. The original DTM eliminates the need for remote coolers, which are subjected to insulating dirt and road damage. External oil coolers can be added for additional cooling on larger displacement engines, in areas where climates are severely hot, or if the engine will be operated at sustained high rpms, especially with dual valve springs. The V2 DTM is designed to be used exclusively with an external oil cooler and does not have an internal provision for mounting an oil cooler.

Air Sealing Tin:

Optional kit for Type I, Type II, Replicar and 356/912 Porsche installations. Seals road air from engine for proper cooling. Sheet aluminum or fiberglass, construction. Sheet Aluminum is waterjet cut and is sold separately. (requires slight hand trimming in most applications)

Specifications:

• Complete Engine Length: 6.5"4/19nm
• Engine Weight: 230 Lb/s/105kg (just 27 pounds more than a Type 1)
• Crank Center to Air Hose: 17.5/4/5nm
• Kit Weight: 20lbs/9kg
• Shroud Material: Hand Laid Fiberglass
• Finish: Black Gel Coat
• Castings: 356 Aluminum
• Billet components: 6061 Aluminum
• Max Cylinder Shim Size (without shroud modification): 0.250" or 6.5 mm Per Side
• Air Fans: 1971-Type I (doghouse style)
• Oil cooler: Stock Type 4 oil cooler and/or external cooler
• Carburetion: Must use dual carburetors
• Transaxle: with correct flywheels and sealing arrangements this will bolt to any VW Type I, Type II or Porsche 901/915/923 gearbox; (also the Porsche 356 and 912 gearboxes)

General Technical Q&A

Q: What is a normal temperature range for a Type IV engine?

A: Generally head temps should be between 265F and 365F. Heads should not exceed 400F for any sustained period of time. Oil temps should run 180F to 220F; for oil temperatures above 235F sustained or 240F intermittently, additional oil cooling is required.

Q: Where should I mount a Cylinder head temperature sender?

A: Under the spark plug of at least one cylinder. The stock head temp sensor location for the factory fuel injection (found on Type 4 engines) can read up to 180 degrees F LOW for a cylinder head temp gauge. This was not its purpose from the factory.

Q: Why can my oil temperatures be hot, but the cylinder heads run cool?

A: Gearing and ambient temps play a key role in the oil cooling of the engine. Higher revs make for more friction and the oil must work hard to absorb that heat and then dissipate it. Gearing that does not match a Type IV engines powerband is the #1 cause for overheated oil.

Q: Why do my cylinder heads run hot, but not the oil?

A: Head temperatures are directly related to load. An increased load and decreased RPM result in higher head temps, as the engine is creating heat but it cannot be cooled, due to low fan RPM. Too high of gearing can cause death to head temperatures, especially in high demand applications. The other key factor to engine temps is tuning, an out of tune engine gets hot fast.