TheSamba.com :: View topic - Has anyone heard of a VAN GO adapter plate?

Fri Nov 13, 2009 3:25 pm

I have a bus that was converted over to a V6 with a Van Go adapter plate. The engine has since blown and I was thinking about putting in a 289 V8 that came out of an old mustang, but I cannot find any info on the adapter plate to see if it would match up. If anybody has knowledge of this part PLEASE PLEASE let me know where I can get more info about it.

Fri Nov 13, 2009 3:40 pm

before you go further you might call Kennedy Engineering. Here is what they list for the 68-79 Bay:

"EARLIER VW VANS

The 2.2 Subaru engine does not fit these because the air inlet interferes with the gas tank. Subaru's 1800 cc pushrod '81-'86 engines fit fine as do the Toyota 2TC, 3TC, VW Rabbit, Nissan V6, Mazda rotary, and Porsche 911 because the '68-'79 vans have 7" more space above the engine than a Vanagon. Taller engines can be used if a box is put over the engine. Our general catalog has many suggestions but no ideal choice..."

quite frankly, from an engineering standpoint I would be quite uncomfortable driving around a bus with that much weight aft of the transaxle. You might have power but you will also have some real issues I think with handling. You may want to look at lighter motors - perhaps yours now is a buick aluminum V6??? Alternatively you can do a really custom bus and put the engine in the middle facing back and replace the whole rear suspension with something custom.

Fri Nov 13, 2009 3:58 pm

Damn, I would like to see this conversion. Where did they position the radiator?

Fri Nov 13, 2009 3:59 pm

I guess it really rests with what v6 got blown up? Many manufacturers used the same bolt patterns with a few different engines so you may have other options than finding the same v6. If your vango adaptor is for a gm product then it probobly won't hold your v8. I'm going with a 2.3 ford 4cyl and I know it fits great with no body modifications at all. I'm not a stock nazi at all but I don't want to do any damage that I may change my mind on 10-20 years down the line.

Sat Nov 14, 2009 9:17 am

The motor was a ford 2600. It came out of a 72 Mercury Capri

Sat Nov 14, 2009 9:56 am

Something to consider: Ford 2.8L V6 is a much better engine than the 2.6 V6. Just change the timing gears to TRW alum gears....

I just bought a Bay with a Buick V6 in it and they mounted the rad up front as a fake spare tire!

Sat Nov 14, 2009 11:14 am

Best answer find another V6. I don't know about that particular motor but most times they made basically the same motor for years and years, in other words there should be much newer Ford engines that will fit that adapter. There are other details too such as motor mounts, exhaust, radiator etc all of which have been solved for that motor. So putting in the same again would be the easiest solution.

A good 4 cylinder is plenty, a V6 is too much (baby it or blow the tranny). A V8 would be a mess.

Technically, it would be possible to stick a V8 on there but the bus would be undrivable and the transmission short lived.

Sat Nov 14, 2009 12:04 pm

werksberg wrote: Something to consider: Ford 2.8L V6 is a much better engine than the 2.6 V6. Just change the timing gears to TRW alum gears...

First up, no it won't fit the Ford 289, totally different mounting pattern. Kennedy http://www.kennedyeng.com/ actually does not recommend hanging a V8 out the back, not that it hasn't been done!. BTW the 289 V8 weighs about 140Lbs more than your 2.6L V6 and is 6-7" longer (just went in the shop & measured a 5.0L V8 and a 2.8L V6).

Second: Smoothest of that German Ford Cologne/Koln V6 series was the 2.9L from the Ford ('Merkur' in US/Canada) Scorpio. It's similar to the 2.6/2.8L, but it has hydraulic lifters (redline is only 5800rpm). It's similar to the Ranger/Bronco II 2.9L V6, except... it has far better factory balancing, cam, and less restrictive intake & exhaust. A relative's Ranger 2.9L sounds rough and out of breath @ anything above 4000rpm(a truck motor!), but my Scorpio's 2.9L (>350,000 miles!)just revs to the redline smoothly. Kennedy says that the Explorer 4.0L Cologne V6 has the wrong rpm range for the VW bus gearing, ie. it's a low-rev truck motor... from the factory.

My '68 Westy is getting a 2.8L Cologne V6 because that's what I got a good deal on, but when time, money, & the right motor coordinate, I'd definitely like to swap for a Scorpio's 2.9L V6. It's EFI / ignition uses Ford's EEC IV for easy hookup. Very broad torque range, better than the 2.6/2.8 models, with improved fuel efficiency & lower emissions.

Hope that provides some useful info. Have fun.

Wed Jan 26, 2011 3:28 am

Boo Boo wrote: I have a bus that was converted over to a V6 with a Van Go adapter plate. The engine has since blown and I was thinking about putting in a 289 V8 that came out of an old mustang, but I cannot find any info on the adapter plate to see if it would match up. If anybody has knowledge of this part PLEASE PLEASE let me know where I can get more info about it.
I have a Hot VWs January 1983 on page 83 it says the Vango adapter is drilled for all engine patterns. If you still have this adapter I would be interested in buying it.

Wed Feb 02, 2011 4:11 pm

I have the instructions and documentation that came with my Van-Go conversion. I will scan it at work tomorrow and post it up.

I scanned parts of the brochure and posted it here:

http://www.thesamba.com/vw/forum/viewtopic.php?t=4...p;start=20

Wed Feb 02, 2011 5:16 pm

I'll say what I say to others. Don't go too big unless you plan on replacing the transmission or spending $$$$ on a super duper custom modified VW one.

If you want a V8, get a car with one. That's what I did. Didn't seem worthwhile turning the bay into a heavy towing vehicle. Beyond that I see no use for such a large motor.
And generally speaking the more cylinders a motor has the lower revving it is.

Don't go bringing up bike motors and supercar motors with heaps of really low capacity cylinders. I mean standard production vehicles. The V8 in my DD rarely sees over 2000RPM. The transmission is correct for the motor. I doubt the motor would last long at all in a VW.

Wed Feb 02, 2011 6:07 pm

there's always this option:

Fri Feb 22, 2013 4:05 pm

I FOUND ONE!!!!

Finally!

I have a chevy 2.8 that I am planning on putting in my westy, but I've been saving up for a kennedy as I work on the engine. I came across a local one of craigslist earlier today and snagged it.

It definitely has a lot of holes and the guy said it works on chevy and fords from 4 cylinders to V8s. The flywheel part looks kinda sketchy, but from what I can tell, you use a few round pieces and bolt up a type IV flywheel (5 holer).

I am pumped! Just have to figure out the rest of it and finish patching the rust... oh boy!

Wed Mar 06, 2013 12:59 am

Here is the adapter plate and accessories. This uses the stock type IV flywheel, clutch and pressure plate. The disc in the top right of the first picture shows a plate with a needle bearing in it (needs to be replaced). The flywheel bolts to it. It bolts to the smaller diameter disc, which bolts to the new engine.

Wed Nov 08, 2017 4:07 pm

Wed Nov 08, 2017 4:15 pm

Id love to have that kit

Wed Nov 08, 2017 4:24 pm

Wed Nov 08, 2017 4:24 pm

Wed Nov 08, 2017 4:25 pm

be aware that the 091 trans has plastic bearing sleeves in 4th gear. They melt from the heat 4th gear generates. Paul (Gears) had to make an oiler that points to 4th gear and circulate oil thru a cooler to keep 4th gear cool when making long hauls to keep that area from being damaged.

gears wrote: The following photos show my arrival at an oil deflector plate design, which will direct cooled oil straight onto the mainshaft ball bearing and 4th gear idler teeth .. the two most overheated parts in the transaxle.

Playing with oil deflector plate shapes:

Final choice of deflector plate .. 5mm bolt on left, 6mm on right

Torquing plate against 11.6mm tall spacer sleeve. Location of this bolt was critical, avoiding the thinest areas of casting.

I like it. Both 4th gear and the mainshaft bearing will receive a generous gush of cooling oil, in the precise area providing the most benefit.

Tomorrow we'll take a look at the neat way in which oil is fed to the front of the intermediate housing.

Wed Nov 08, 2017 5:12 pm

I have 21 or so pages of install instructions but cannot seem to gallery them.

The 091 content seems irrelevant to the topic.