The only changes are you will have to remove the pilot bearing from the crank, have the flywheel machined to accept a new pilot bearing pressed into it.
This is providing your trans has the guide tube that the release bearing rides on.
If yours is the older one without the tube, you will need a new "modified" flywheel made for the 200mm clutch. And a new clutch and pressure plate.
Here is one of my previous posts on the subject.
www.bradleygt.com/index.cgi?action=display&board=general&thread=480&page=1 Will Type 4 engine fit in Bradley
Sometimes the search feature helps
The type 4 came in 1700 dual carb, 1800 dual carb and 2000 fuel injected, In order to properly mate one to a Beetle trans you will the proper flywheel with a slight modification. The other option is a 200mm flywheel from Kennedy. The nice thing about this is the huge selection of clutch disks and pressure plates available.
Check this site
www.tunacan.net/t4/howto/starting/The stock parts
The flywheels used on Type 4 engines can be classified into two different categories:VW and Porsche. The Porsche 914/912E used a different flywheel than the VW cars (411, 412, and Bus). The Volkswagens used four different flywheels, each having a different diameter clutch disc and pressure plate. The very early 411s used a 200mm clutch, thus it is compatible with the popular aftermarket Type 1 clutch discs and pressure plates. Next came the 210mm, 215mm, and the 228mm flywheels.
The 914/912E flywheel had a 215mm diameter face and used a unique pressure plate and disc to mate it to the Porsche transaxle. This flywheel differs from the VW flywheel in that the starter ring gear is offset differently and will cause a VW starter not to engage properly. This flywheel will be necessary only if the car you will be installing the Type 4 into uses a Porsche transaxle, such as the 901 or 915. The rest of this tech article will cover using a Type 4 engine with a Type 1 transaxle, as you can use the stock Porsche starter to finish the Porsche setup.
The Type 4 200mm flywheel was only available on the 1969 VW 411. This car was only available in Europe in limited numbers, so finding this flywheel is quite difficult. Due to this scarcity of the 200mm flywheel, Kennedy Engineering, the makers of the famed KEP pressure plates and adaptors, offers a 200mm flywheel for the Type 4s. By using this flywheel, or the original 200mm, a Type 4 engine will slide right into a standard 12V Type 1-3 transmission. These flywheels also give the engine builder a large variety of proven pressure plates and clutch discs. A standard 12-volt Type 1 starter meshes up perfectly, with the self-supporting Bosch SR17X being my favorite.
The Type 4 200mm, the 210mm, and the 215mm are all the same outside diameter and are basically identical with the exception of the clutch face diameter. The starter ring tooth count is the same as a 12V/200mm Type 1 (130 teeth). The 228mm flywheel has the same starter ring, but the raised portion on the outer edge of the flywheel makes it larger overall and requires the use of a self supporting starter.
As the diameter of the pressure plate increases, the issue of pressure plate height becomes an issue. The larger pressure plates are more likely to have clearance issues in the bellhousing where the housing slopes from the input shaft to the outer lip. It is here that you will run into problems with the 228mm flywheel. It is possible to clearance safely for the 215mm, but the 228mm leaves the bellhousing quite thin.
Now let's take a look at the issues of flywheel selections and the best options.
Forged vs. Cast
Probably the one weakness of the Type 4 flywheel is the fact that most Type 4 flywheels are cast iron. A forged flywheel, like the one used on the Type 1, is much stronger, and for organizations like the NHRA, are often necessary. The Type 1 200mm flywheel was forged from the factory, so it's a non-issue for the Type 1 crowd.
A careful reader will notice that I said that most Type 4 flywheels are cast; as there are a few forged options. The 228mm from the Wasserboxer, the 200mm 411, and the Kennedy Engineering 200mm are all forged options for the Type 4 engine builder.
But this is only of concern to the few Type 4 engines being built. For 99% of the street engines out there, the cast flywheel does the job quite well. It's rugged and easily obtainable from a manual transmission Bus or 411/412.
Pilot Bearing modification
All Type 4 engines have the pilot shaft (also called the input shaft) bearing in the crankshaft. There is no pilot shaft bearing installed in automatic transmission engines. The input shaft of the transaxle must be extended to reach the pilot shaft bearing if you are using a Type 1 transaxle. The input shaft of a type 1 trans is shorter to accomidate the pilot sahft bearing in the gland nut. When a short type 1 input shaft is mated to a type 4 engine, the input shaft falls short of the mark and simply rests in the hole in the Type 4 flywheel. To "fix" this condition, remove the old Type 4 pilot shaft bearing from the flywheel. Next, purchase a new Type 4 pilot shaft bearing (this bearing is also the exact same one used in the Type 1 gland nut, so you can use a replacement one from those too).
VWC-111-105-313-A - PILOT BRG FOR GLAND NUT - ALL AIR COOLED MODELS & VANAGON 1.9L & 2.1L
Phone-in/Mailorder Price US $6.95
Website Discount Price US $5.95
Take the flywheel and the new bearing to a competent machinist. Have the flywheel center hole enlarged so that the new pilot shaft bearing may be PRESSED into position. It should be positioned so that it's flush on the "clutch" side of the flywheel. The thickness at the flywheel is about 0.400" so the new pilot shaft bearing will stick out the backside and end up partially in the crankshaft. Thats why the old one must be removed. A light dab of wheel bearing grease finishes the job.
Just as a sidenote: the KEP flywheel already has this modification done to it, so it's a bolt on solution.
www.cip1.com offers the kenedy flywheel
www2.cip1.com/ProductDetails.asp?ProductCode=ACC-C20-5100ACC-C20-5100 - BUS TYPE-4 17-2000CC NEW 4340 STANDARD WEIGHT CHROMOLY FLYWHEEL FOR ALL 200MM HP BEETLE STYLE CLUTCH COVERS
If you already have the proper bus flywheel and clutch assy, the bearing mod can be done for about $20.
Will it fit into a GT, I do not know but it probably will. I have a 2.0 914 type 4 in my 74 Beetle, and I know it will fit a GT2
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As you can see in the Beetle I had to split and shift the engine cover to accomodate the stock cooling shroud. There are also people offering cooling conversion kits to make the T4 look like a Type 1.
www2.cip1.com/ProductDetails.asp?ProductCode=C31-198-230-400 
