Date: Wed, 17 May 2000 07:47:21 -0700
Reply-To: David Marshall <david@VOLKSWAGEN.ORG>
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: David Marshall <david@VOLKSWAGEN.ORG>
Subject: Re: [Syncro] Heat in an air-cooled Syncro (long, boring,
self-involved)
Content-Type: text/plain; charset="us-ascii"
Ed,
Keep the water cooled system... it works well! I don't drive type 1s as
they are too damn cold (sorry guys!).
You were stating that you were not doing a 2.0L due it it's "for poor
cost/performance ratio"... then why are you considering a 1.9L TD? These
engines are able the same in the seat-of-the-pants feel and the 2.0L
gasoline engine will be a much simpler and cheaper conversion to do. Also
with a few bolt on mods, the 2.0L gasoline engine can produce 130hp with no
problems.
At 09:50 PM 16/05/2000 -0400, ed wrote:
>No, not an air-cooled Syncro from the factory, anyway. In my quest to
>make our Syncro that-which-it-is-not, I'm down to three contenders for
>engine:
>
>1.9TD
>1.8T
>3.2L 911 flat-6
>
>Yes, it's a darned eclectic list. Each has advantages and
>disadvantages, each makes for a particular kind of vehicle. I've got
>the means and intent to do one of them, just have to decide on which. I
>would appreciate hearing from owners who have executed any of them (in
>addition to Karl M :-). Have ruled out the Subaru for reasons of ground
>clearance, and the 2L four for poor cost/performance ratio - since I'll
>not have time to do the work myself, any conversion will be pricey.
>
>I've thought through most of the details of each, with the exception of
>how to work the heat in the 911 conversion.
>
>Some folks have apparently used an oil-water heat exchanger to drive the
>stock system. Good idea, but the oil temp in my own 911 takes a
>donkey's year to get up, especially when the weather is cold - 11 quarts
>of oil is a lot to heat up. One could electrically heat the water til
>the oil comes up to temp, but seems klugey and in any case retaining
>water heat requires pumps, controls and other cruft. MSDS recommends
>reverting to the air-cooled model of heat, which is intriguing, so not
>being a Vanagon expert I started studying Bentley.
>
>Now the first thing I see is that the late air-cooled air handler and
>the wasserboxer air handler look damn near identical, with the h2o
>version having a heat exchanger instead of one of the baffle plates.
>Notably, the wasserboxer has provision for an auxiliary heat booster on
>certain non-US Syncros that looks exactly like the old air-cooled extra
>heater. And the place where this thing enters is exactly where the
>ductwork from the engine arrives on the air-cooled Vanagon.
>
>So am I correct to think that I could take a page from Bulley's
>bus-heater treatise and build myself an insulated duct from the 911 heat
>exchangers to the air handler, following the routing of the Syncro aux
>heater ductwork? Will this function as an exact replacement for the h2o
>heat exchanger, or is the ducting inside the air handler going to route
>this "aux" heat just to the cabin, say, and not to the defroster?
>
>If I have to revert to the old-style air handler (and thus pull the dash
>and reengineer a buttload of stuff) this deal is a non-starter. Any and
>all informed opinions would be appreciated!
>
>Cheers -
>
>ed devinney
>
>
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-- David Marshall - Volkswagen Enthusiast - Quesnel, BC, Canada --
-- 78 VW Rabbit, 80 VW Iltis, 80 VW Caddy, 84 VW Westfalia --
-- 85 VW Cabriolet, 87 Audi 5000 Quattro, 88 VW Syncro Double Cab --
-- David's Volkswagen Home Page http://www.volkswagen.org --
-- Fast Forward Autobahn Sport Tuning http://www.fastforward.ca --
-- david@volkswagen.org (personal) or sales@fastforward.ca (business) --
Note: VOLKSWAGEN.ORG or FASTFORWARD.CA is not affiliated
with VWoA or VW AG or any of their dealers.
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