Date: Wed, 6 Mar 2002 22:38:45 -0800
Reply-To: Eric Unrau <eunrau@YAHOO.CA>
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: Eric Unrau <eunrau@YAHOO.CA>
Subject: Re: CA Smog Legal Conversions/Facts
In-Reply-To: <76.186ca3c4.29b6fa32@aol.com>
Content-Type: text/plain; charset="Windows-1252"
All this talk about engine conversions got me wondering about the
engines used in the current SA bus models. Wouldn't they be the perfect
fit? I suppose the whole "previously sold and certified in the USA"
thing gets in the way...
~~~~~~~~~~~~~~~~~~~
Eric Unrau
eunrau@yahoo.ca
~~~~~~~~~~~~~~~~~~~
-----Original Message-----
From: Vanagon Mailing List [mailto:vanagon@gerry.vanagon.com] On Behalf
Of Frank Grunthaner
Sent: March 5, 2002 8:51 PM
To: vanagon@GERRY.VANAGON.COM
Subject: CA Smog Legal Conversions/Facts
There is a surprising amount of blither generated on the list in
response to
this reasonable query. I thought I would put out my obviously
unprejudiced
thoughts. Let us summarize the question as "What can I put in the rear
of the
Vanagon to provide alternative motive force while remaining registrable
in
the State of California without serious punitive costs or confiscation".
The
list of powerplant possibilities is limited but not negligible:
1. The first to come to mind would be the Kennedy sponsored Subaru 2.2L
OBD1
engine. Details and costs are well covered on the subaruvanagon list,
and the
pros and cons have been discussed, seldom blemished by facts, in the
archives
of this list.
2. Other Subaru derivatives such as the 2.5 L OBD2 engine, the 6
cylinder
alternatives and several turbocharged units. The requirement is that the
engine installed be previously sold and certified within the USA; it be
of
the same year or newer than the chassis in which the unit is installed;
that
all emissions components be present as were originally installed and
that the
functioning engine meet the emissions performance of the original
certified
vehicle. Obviously there is another corollary to this comment regarding
engines older than the chassis, but compliance is probably beyond the
financial resources of anyone asking this question. In the same vane,
installing an ODB2 engine into the Vanagon will be a real challenge for
the
backyard (or garage) amateur. In each of these cases, the Kennedy CARB
exemption will not apply, and the final conversion will have to go to
the
referee. (See the GD Archives for details).
3. The VW I-4 engines. These are installed largely using components from
the
Vanagon Diesel. Of these, the best (IMHO) are the 8V non-crossflow units
as
they will fit without impact to the engine cover and the interior. The
best
of these is the Audi 3A 2.0L engine (88-92) installed with either its
CIS-E
engine and fuel management or conversion to the digifant II injection
system.
I've always considered the CIS system a PITA to route, and a mechanical
kluge
as well. I believe the 3A intake will install with no body bashing, but
I
won't be certain for several weeks. The second best version is the 1.8L
8V
Digifant engine (88-92), preferably with the Audi 3A exhaust manifold.
The
fuel system is far simpler than the CIS group. The last of these would
be the
1.8L 8V CIS engines for reasons cited above. The requirement is that the
engine installed be previously sold and certified within the USA; it be
of
the same year or newer than the chassis in which the unit is installed;
that
all emissions components be present as were originally installed and
that the
functioning engine meet the emissions performance of the original
certified
vehicle. In each of these cases, the final conversion will have to go to
the
referee. (See the GD Archives for details).
4. Another approach involves the 2.0L 8V VW ABA (93 on) engine. This
unit
requires a Kennedy adapter to mount it in its orientation and will
require a
fabricated addition to the engine cover, etc, etc. I find the engine
pricey
but affordable, and the engine cover mods distasteful The requirement is
that
the engine installed be previously sold and certified within the USA; it
be
of the same year or newer than the chassis in which the unit is
installed;
that all emissions components be present as were originally installed
and
that the functioning engine meet the emissions performance of the
original
certified vehicle. In each of these cases, the final conversion will
have to
go to the referee. (See the GD Archives for details).
5). The VW 1.8T engine. Big pushup, requires Kennedy adapter, engine
cover
changes, probably is OBD2 and will trash any Vanagon transmission in
short
order. The requirement is that the engine installed be previously sold
and
certified within the USA; it be of the same year or newer than the
chassis in
which the unit is installed; that all emissions components be present as
were
originally installed and that the functioning engine meet the emissions
performance of the original certified vehicle. In each of these cases,
the
final conversion will have to go to the referee. (See the GD Archives
for
details).
6). The VW VR6. Same comments as 5 above.
7). The VW/Audi I-5 engine. Reputedly hardy, long will probably have to
work
with Vanagon Projekt. Only CIS fuel management. I don't recommend it.
Other
comments as per 5.
8). Porsche variants, Mazda rotaries, Mazda I-4's, V6's, GM and Ford
V6's,
etc., etc. All near one-offs. Need special adapters, mount engineering,
cover
mods, -- to each his own.
9). VW I-4 diesels. These include the TDi as sold in the USA, and do not
include the 1.9L NAD and TD engines sold in Canada. Now factually, you
may
never be busted for these because Diesels are not tested in California
yet,
but you never know. These could be mounted with little impact on the
engine
cover using the Vanagon Diesel components. The TDi is probably the very
best
match for the Vanagon, but probably too much for the trans.
The one conversion not listed here is the TIICO. It uses a SA engine,
never
imported into the US and certified. When the imported coughs up the cash
for
testing then all will be well. Until then, don't get caught.
Frank Grunthaner
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