Purchasing a case

joe of centorg · Post by **joe of centorg** » Fri Jan 17, 2003 12:31 pm

Hello,

I have got alot of my core motors by keeping an eye on the local classifieds.

usually someone will put a whole bus up for sale after they add up the repair costs.

I've scored them anywhere from $100.00 to $300.00.

the next step is to have triple AAA tow it home (about $100.00 a year for six 100 mile tow jobs)

The tranny goes to German Transaxle here in Central Oregon (side shift)

I can usually sell the trans for more than I paid for the bus :~)

If I had known about theSamba.com back then, I could have made a killing off of the other bus parts.

Give this a try, - Joe

[This message has been edited by joe of centorg (edited 01-17-2003).]

jasonb · Post by **jasonb** » Fri Jan 17, 2003 1:34 pm

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by joe of centorg:
Can use a stock set of cooling tin <HR></BLOCKQUOTE>

Really? From the pictures, it looks as though you could not use the stock tin in many locations. Does the tin need to be modified to fit? If so, how.

joe of centorg · Post by **joe of centorg** » Fri Jan 17, 2003 1:52 pm

Yeah, VW morten went with the Porsche style cooling.

The thing will accept a generater stand (drill & tap for larger studs).

One should expect some mods with this motor.

The doghouse and stock tin can be used..

- Joe

joe of centorg · Post by **joe of centorg** » Fri Jan 17, 2003 1:57 pm

You've got to make a stand to locate the oil cooler.

I'm working on a part I'll be offering soon that will include a "oil filter sandwich adapter" from a diesel rabbit for the oil lines.

I'll be posting some pics of my own soon...

- Joe

Pillow · Post by **Pillow** » Fri Jan 17, 2003 2:30 pm

Also from what I can tell the WBX case can be tapped like a normal T1 for full flow and still circle back and use the built in oil filter arrangement.

Mount the oil cooler similar to how you would in a Cali NextGen conversion. Simple.

Also run a t-stat so the oil will heat up quick just like in a 911 system.

The tin will drop in with minimal trimming here and there, as the WBX case is wider than a T1.

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Adrian Pillow
'66 VW Westfalia
'79 Porsche 911 SC - FS
VolkSport Kafer Gruppe

eldavid · Post by **eldavid** » Fri Jan 17, 2003 11:35 pm

Which VWs have the T5 in it? Which case is the more favorable to start with? How do I identify the case?

-emerson

[This message has been edited by eldavid (edited 01-17-2003).]

joe of centorg · Post by **joe of centorg** » Fri Jan 17, 2003 11:50 pm

The Type V is a late model Vanagen Wasserboxer motor with the water jackets machined off.

The headstuds must be re-located to use Type I heads.

Some of it's attributes include:

-All aluminum Factory case, Heavy Duty.

-Oil filter cast in.

-Semi-counterweighted crank from the factory,
69mm and 76mm Stroke.

-Type IV flywheel attachment (5 Bolts).

-Uses any bug cam, Type IV lifters (I sleeve mine down to Type I

Can use a stock set of cooling tin

Uses Bug Pistons and Cylinders Type I 94's

Cases are still available new, about $500.00 + shipping.

Most people get them out of the wrecking yards, or the nickel ads...

I usually use the early 1.9 case W/ the later 2.1 crank. This combo with a set of Cima / Mahle 94's will net you 2100 cc's

- Joe

eldavid · Post by **eldavid** » Fri Jan 17, 2003 11:55 pm

And who does the work to convert the WBX to OBX?

[This message has been edited by eldavid (edited 01-17-2003).]

joe of centorg · Post by **joe of centorg** » Fri Jan 17, 2003 11:58 pm

I do machine work on them

- Joe

Class 11 streeter · Post by **Class 11 streeter** » Mon Jan 20, 2003 3:12 am

So how do we ID a 1.9 from a 2.1 if either/both are sitting right in front of us?

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I am from the Government, and I am here to help!

Pillow · Post by **Pillow** » Mon Jan 20, 2003 8:15 am

The only two case numbers I know of for the 2.1 are "MV" (USA spec?) and "DJ" (maybe DG? Which I think is Euro spec and more HP).

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Adrian Pillow
'66 VW Westfalia
'79 Porsche 911 SC - FS
VolkSport Kafer Gruppe

Pillow · Post by **Pillow** » Mon Jan 20, 2003 8:20 am

http://www.type2.com/library/identifi/boxeng2.htm

MV 95 HP
DJ 112 HP

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Adrian Pillow
'66 VW Westfalia
'79 Porsche 911 SC - FS
VolkSport Kafer Gruppe

Type 5 Joe · Post by **Type 5 Joe** » Mon Jan 20, 2003 8:35 am

The waterpump / thermostat arrangement on the 2.1 is different from the 1.9.

I wish I had pictures to post.....

- Joe

BergRace · Post by **BergRace** » Sun Jan 26, 2003 8:01 pm

SP 1.9, 74 Hp
DG 1.9, 78 Hp
DH 1.9, 85 Hp
SR 2.1, 88 Hp
GW 1.9, 90 Hp
SS 2.1, 92 Hp
MV 2.0(??), 95 Hp
DJ 2.1, 112 Hp

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P.J.Berg.

Jim Andritsakos · Post by **Jim Andritsakos** » Tue Jan 28, 2003 2:14 pm

Here some more info guys...

Engine code |DF |
Production From-To |10.82-12.90 |
Displac. ccm |1913 |
Output kW at rpm |44/3700 |
Output Hp at rpm |60/3700 |
Torque Nm at rpm |140/2200 |
Bore mm |94.0 |
Stroke mm |68.9 |
Comp. ratio |8.6 |

DG |GW |MV
10.82-10.92|10.83 - 7.85|2.85-10.92
1913 |1913 |2109
57/4600 |66/4600 |70/4800
78/4600 |90/4600 |95/4800
141/2600 |157/2800 |160/2800
94.0 |94.0 |94.0
68.9 |68.9 |76.4
8.6 |8.6 |9.0

DJ |SS | Engine codes w/o info
2.85-10.92|8.89-12-90| EY , SP
2109 |2109 |
82/4800 |68/4500 |
112/4800 |92/4500 |
174/4800 |154/2800 |
94.0 |94.0 |
76.4 |76.4 |
10.5 |9.0 |

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Jim Andritsakos
1974 1303 GL with Porsche six piston calipers and 355mm rotors