Date:         Wed, 10 May 2000 15:36:16 -0700
Reply-To:     Doktor Tim <doktortim@ROCKISLAND.COM>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         Doktor Tim <doktortim@ROCKISLAND.COM>
Subject:      Re: Solved! Re: Having Problem with Overheating (1.9l to 2.1l
              conversion)
In-Reply-To:  <002c01bfbabb$2e5a6530$c0aca895@esc.state.nc.us>
Content-Type: text/plain; charset="us-ascii"

At 04:06 PM 05/10/2000 -0400, you wrote:
>What are you planning to do about oil cooling?  I went
>through the
>same conversion last year but the engine ran too hot
>(260 degrees).
>
>I finally put the 1.9 back in until I could come up
>with a good
>solution.


Seamingly anomalous symptoms from a situation of everything that normally
goes wrong is right, and it still don't function nominal are a PITA. But
the bottom line, stick in the mud, quickest way to results is, GO STOCK.

If the 2.11 liter is the solution to your perception of something lacking
in the 1.9, sell the 1.9 chassis etal and buy a factory assembled 2.11.
Take all the wizbang add ons off the 1.9 before you sell it and swap them
only if you must. Do keep the dashtop pushbutton popup Bozo. They were
meant to be portable. If you need a new mounting tab, let me know and I'll
send you one for free. Please add $49.95USD for shipping and handling.

How many different radiator no's are there from 83 to 91 Wasserboxers?? How
many different iterations of rear heater configuration and variations of
interacting flow? Single stage radiator fans or dual stage radiator fans?
Different relays? Extra/different temp swithes? How much cutting and
splicin' to do a full systems conversion between two similar on the face
but not in the guts model years and provisions for different capacities?

Your funding the research, remember? Do you have all the variables and
existing data thouroughly researched and analysed before you look for a
transplant candidate? Before you buy the hopefull candidate? Before you
turn a wrench on the project?

If "conversion" means bolt in the motor, hook up everything, fire it up and
see what happens, either luck or s**t happens. You speculate on the ratio.

Conversion, to be successful, must honor some very simple, mundane rules of
engineering. Engineering requires effort and resources with skill
regardless the KISS principle it is largely founded upon.

If there are no precidents to your inspiration, you have no references.
Proceed on your own with the encouragment the of testamonials of others, no
real data, just impressions, looking for confirmation of their inspirations.

Otherwise, you would be best off to research before hand the data given by
(did you guess?) the Neandereers who designed it, er, them (the
transplantee SYSTEM and the donor SYSTEM). Identify all the differences.
Know both SYSTEMS before you turn a wrench. Better, know all systems
changes through the years to select the best candidate before you buy the
whole SYSTEM, best SYSTEM being the one that requires the least efforts for
complete conversion of anything to do with the motor SYSTEM, ignition
SYSTEM, fuel delivery SYSTEM, exhaust SYSTEM and COOLING SYSTEM
encompassing a complete engine SYSTEM plus the heater SYSTEM variables
which impact on the engine COOLING SYSTEM.

There is so much more to it to make it function nominal than if you just GO
STOCK.

However, if you fund the project as your hobby, 'cause you love to spend a
few hours regularly figuring out everything and testing and, heh, finally
find and resolve the last issues, and take pride in your pioneer attitude
and tenacity, and can afford the hobby, God bless you and wrench on.
Accomplishing things few can do can have good value, as long as the kids
are fed.

If cost per mile over life of the vehicle is of close concern, or you can't
pick up a wrench without drawing blood, GO STOCK.



T.P. Stephens
San Juan Island, WA