Vanagon EuroVan
Previous messageNext messagePrevious in topicNext in topicPrevious by same authorNext by same authorPrevious page (April 2004, week 1)Back to main VANAGON pageJoin or leave VANAGON (or change settings)ReplyPost a new messageSearchProportional fontNon-proportional font
Date:         Tue, 6 Apr 2004 14:10:36 -0400
Reply-To:     vw4x4@FYI.NET
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         Eric Zeno <vw4x4@FYI.NET>
Subject:      Re: State of the Art in Engine Swaps is....?
Comments: To: Stan Wilder <wilden1-1@SBCGLOBAL.NET>
In-Reply-To:  <LNEGIFOFAGFAMGHJMFKBEEAECEAA.wilden1-1@sbcglobal.net>
Content-Type: text/plain; charset=us-ascii; format=flowed

Stan...etal, MY complete engine swap cost less than $1000.00. Eric

Stan Wilder wrote:

>If you're going to do an engine swap you need to love your Vanagon somewhere >between $3000.00 and $10,000 worth. >The least expensive is a half life Subaru engine conversion that normally >runs $3000.00 by the time it's completed. >I don't know anything about Tiico conversions but I think the complete setup >can be $7500.00 >If you've got a 5000 pound + Westy you can consider that it weighs as much >as a 2004 Full Sized Extended Cab 3/4 Ton Dodge Pickup truck with around 260 >HP. >Your power isn't going to impress anybody but you. > >Stan Wilder > >-----Original Message----- >From: Vanagon Mailing List [mailto:vanagon@gerry.vanagon.com]On Behalf >Of David Brodbeck >Sent: Tuesday, April 06, 2004 12:26 PM >To: vanagon@GERRY.VANAGON.COM >Subject: Re: State of the Art in Engine Swaps is....? > > >On Tue, 6 Apr 2004, tomdurkin wrote: > > > >>The Volvo B-230 is exactly what you say, and it can easily >>last 400,000 miles or more with routine maintainance. I >>believe the other options mentioned in this thread cannot >>make that claim. I would be very interested in more >>information about this conversion, I can see a intercooled >>B-230FT with 180 hp moving a Vanagon up hill very nicely. >> >> > >Unfortunately I don't have more information about it; I just know that >Kennedy Engineering makes (or used to make?) an adapter plate. You'd be >on your own for engine mounts, but at least the Volvo mount system is >pretty simple. You could probably fab something up using carrier bars, >similar to what a VW diesel Vanagon uses. Exhaust shouldn't be too big a >challenge, just bend some pipe to route from the Volvo manifold around to >a single muffler in the rear, like the diesels use. If you can make the >muffler mounts part of the engine mounts, as VW did for the diesel, or >mount them to the engine block, you avoid having to use any flex pipes. > >I have no idea if the engine would fit under the decklid. > >I think the sole advantage a B230 would have over a VW inline 4 is low end >grunt. It's the torquiest I-4 I've driven. It reminds me a lot of a >4-cyl boxer engine that way. When you're moving a heavy van, having a >torque peak at relatively low RPM is important. > > >David Brodbeck, N8SRE >'82 Volkswagen Diesel Westfalia >'86 Volvo 240DL wagon > > > >


Back to: Top of message | Previous page | Main VANAGON page

Please note - During the past 17 years of operation, several gigabytes of Vanagon mail messages have been archived. Searching the entire collection will take up to five minutes to complete. Please be patient!


Return to the archives @ gerry.vanagon.com


The vanagon mailing list archives are copyright (c) 1994-2011, and may not be reproduced without the express written permission of the list administrators. Posting messages to this mailing list grants a license to the mailing list administrators to reproduce the message in a compilation, either printed or electronic. All compilations will be not-for-profit, with any excess proceeds going to the Vanagon mailing list.

Any profits from list compilations go exclusively towards the management and operation of the Vanagon mailing list and vanagon mailing list web site.