Need a flywheel

ubercrap · Post by **ubercrap** » Thu Mar 03, 2005 7:00 am

Deadhead wrote:
here's ours

Cool, I recognize that pic from type4.org.

DeathBus · Post by **DeathBus** » Thu Mar 03, 2005 7:02 am

Deadhead wrote:What am I gonna have to do to the crossbar?
I have the one from the 412, and the one from the vanagon.
which one would be the more reliable modification.

Peace, Lee

hmmm thats a good question, the Vanagon crossbar will not come up far enough to reach the bar mounts on the 412 and the 412 crossbar wont reach the mounts due to the same problem. You see the mounts on Vanagon engine case are lower than the BUS/412/411/914 engine cases.

I know useing older than 80's cases will work in Vanagons due to being able to shim them to fit, but I dont think the reverse is possible for putting a Vanagon air cooled engine in a pre 80 vehicle. The best thing to do if you want to go down this path is to get a 2 litre engine case from a 76 - 79 Bus and transfer your parts from the Vanagon motor to the 76 -79 engine case, All items will swap.

And yes Ray is right there were several 1800 and 1700's that had more HP than 2 litres. The biggest problem with Bus 2 litres is the fact that their valves were SO DANG SMALL, which really limits how well your engine can breath. Do a little research on engine codes and do a little more hunting around the internet and junk yards and you will find the perfect motor which will scream in that car.

67 T1 · Post by **67 T1** » Thu Mar 03, 2005 7:45 am

Hey Deathhead, are you Lee from Monkeytown?

I own the 412 y'all came and looked at last night. dennis

Deadhead · Post by **Deadhead** » Thu Mar 03, 2005 12:03 pm

Yup, I'm Lee from MonkeyTown. It was great to meat ya. Chris really liked your 412. I think if he sells his 71 poptop camper he's gonna get it. I think he said he's gonna put his poptop bus on E-bay this Sat.

Peace, Lee

vwbill · Post by **vwbill** » Thu Mar 03, 2005 12:31 pm

Hello Lee, welcome to the 411/412 club! You aren't Lee Fuller who had a site out there? Do you mind if I asked what your vin # is? I'm only asking because if it was a past car. bill

Deadhead · Post by **Deadhead** » Thu Mar 03, 2005 1:03 pm

I've never had a 412 site. The only site I have is: http://www.AFriendlyFace.com
The picture of my 412's been on www.type4.org for a long time now though, maybe that's where you've seen it. I may have spoken to you a while back though. I think my VIN was just a few away from your old one.
I'll get my VIN when I get home, and let you know.

I made a mistake in one of my earlier posts. I said that I sent the heads off of the 2liter vanagon motor to the shop, but that was wrong. The heads from the 1.7 were in the 412 when I got it out of the impound lot, and those are the ones I had reworked and opened up for the 2.0 liter.
Is this preferrable to having the 2 liter heads reworked? Or should I stay with what I have?

Peace, Lee

raygreenwood · Post by **raygreenwood** » Thu Mar 03, 2005 3:26 pm

If all of the two doors had the 1.7 with D-jet....no L-jet ...as we were discusiing last week, then only the Calipornia models had 76 HP. All of the rest of teh continent would have had the 82 hp. I have seen high compression D-jet in both EA and EB series.

Sweet looking car. Put whatever runs it for now in teh back....but don't change anything permanently. Its way too easy to get a 1.7 from a 914,bus, or 411/412 and put the correct pistons back in ,a nice cam, some worked 1.7 heads...and a tuned out injection system and get 90 hp. Ray

DeathBus · Post by **DeathBus** » Thu Mar 03, 2005 3:49 pm

raygreenwood wrote:If all of the two doors had the 1.7 with D-jet....no L-jet ...as we were discusiing last week, then only the Calipornia models had 76 HP. All of the rest of teh continent would have had the 82 hp. I have seen high compression D-jet in both EA and EB series.

Sweet looking car. Put whatever runs it for now in teh back....but don't change anything permanently. Its way too easy to get a 1.7 from a 914,bus, or 411/412 and put the correct pistons back in ,a nice cam, some worked 1.7 heads...and a tuned out injection system and get 90 hp. Ray

I have a cali car

vwbill · Post by **vwbill** » Thu Mar 03, 2005 5:03 pm

Hey Lee, Now I remember! Duh! Your car got me inspired to get another 412 I thouhgt! Thanks! How much were your head to have redone? What kinda cutting did they do? So guys, does he still need to use valve compound and grind/polish the cylinders to the heads? Are you thinkin carbs or Fi again? Seems like you're moving along great!
She's be a sweeet ride! We need to find a good shop to do the trannys so we arent trashin those rare beast! bill

raygreenwood · Post by **raygreenwood** » Thu Mar 03, 2005 5:12 pm

Be very careful. Those heads will have very high compression....like in the hood of 9.0;1 or better. Ray

Deadhead · Post by **Deadhead** » Thu Mar 03, 2005 5:30 pm

Yea, I wanna be sure before I put this thing together, that It'll be ok. I do have "cupped" pistons. they came on the Vanagon motor. That should lower my compression down enough, dontcha think? You can kinda see it in the picture. I'll trade performance for longevity and reliability anytime. The only fuel system I have for it right now is a dual weber. I have bits and pieces of the original FI, but nothing that comes close to being complete.

I can't remember the name of the machine shop I took the heads to in Prattville. I'll post it when I remember it.

It's Durbin's auto parts and Machine shop in Prattville. They came highly recommended.

Here's a pic of my motor as it sits now...

raygreenwood · Post by **raygreenwood** » Fri Mar 04, 2005 6:11 pm

You must find your deck height, CC teh combustion chamber..and find the exact compression. The potential for compression that is very high...is too great with those heads. Also, compression should be kept above 8.0:1. Low compression actually lowers the longevity of those engines. They run hot, inefficently and drink gas. Those are deep dishes. they have great compresion lowering potential, but can also be inefficent due to the fact that they keep most of the initial combustion down in teh cylinder instead of up in the chamber. Its very worth it ...and essential to check the exact compression. At this stage.....you can still lower the compression if necessary by having a few cc's taken out of the heads by unshrouding the valves. Also....if the dish is too big in the piston, its not too late to remove them, have them turned down a hair around the edges in a lathe...and then delete the barrel shim. The head gasket should be left out...as it fails. VW sent out a dealer memo. They deleted them too. It will also help to raise comporession slightly. The cylinders should be removed first and lapped into the heads with valve grinding compound for a seal when you leave out the gasket. Ray

vwbill · Post by **vwbill** » Mon Mar 07, 2005 5:08 pm

Hey Guys, sorry to repost to this post but Lee I found your email from 3/2002!! LOL! I guess the LYme disease has really screwed my memory!! You told me about the 412 I bought from Dan Jarvie(Kafernut) in Georgia! I was doing web searches for my old 412 and seen your pics and asked if you had any more pics and you replied with the link to my new 412! Well Thanks again man!!! Let me know if you ever need any parts! I'll try to come through if I can!!

bill

Deadhead · Post by **Deadhead** » Thu Mar 10, 2005 4:43 pm

It sure is a small world it'n it Bill. Hope you've been doin' good.

Just an update, I'm waitin' on my cc kit to get here. I'll post my exact compression ratio as soon as I know it so I can get ya'lls input on things.

Peace everybody, Lee

raygreenwood · Post by **raygreenwood** » Thu Mar 10, 2005 5:46 pm

Oooooh....I just noticed . Your 412 has those nifty aluminum (magnesium?) slotted Volvo/type 3 VW wheels. Care to show us a side shot? Ray

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