TheSamba.com :: View topic - Oil Filter Mount Gasket 021-115-359A

Sun May 11, 2025 1:57 pm

SGKent wrote: Wildthings wrote: For myself I don't think I have ever used sealant on this gasket, but if the gasket is the problem then maybe eliminate the gasket and just use a judicious amount of sealant by itself. Thanks Mike, Ray

Wagen19 wrote:
Quote: Type 411, 412 spare book says, there is gasket 021 115 359 for V-engines till V 033 302 and 021 115 359 A for engines V 033 303 onwards. (not knowing about the difference) Looking up the engine, it looks like that was the 1969 Type IV 1700. From the number of engines, it would appear that somewhere around 33300 engines made, VW changed that gasket. The 914 came out in 1970, the 912E only 1976. Hans, who designed the change probably died 15 - 20 years ago in which case who knows why he did it. I wonder if there are any 411 technical supplements out there that might cover the change. The 1969 vehicles were not imported so the dealers here might not have even had an opportunity to have a service manual. This could be a South African or German known documented change only.

Yes....there would be few if any engines here in the US that used the earlier 021 115 359 gasket with no third hole.

However, as I noted, I have found cases in 411/412 later than the 1969-1970 time frame (1971 to 1974) that had solid two hole gaskets.

One thing to keep in mind. I come from a world where I have done a shit ton of die-cutting (steel rule, cast magnesium, etched magnesium, serrated etc....plastics, rubber, paper...you name it).

Its quite possible that the third port or hole was added as a die-cutting feature to help keep the cut part flat and prevent curling. It may have had more to do with a change in gasket material than anything else and there may be no port at all for that squiggly hole to use.

BUT.....the other item: There WAS a different part number filter mount used with the earlier gasket on early 411 V engines.

Intermediate flange- oil filter 021 115 353 was used UP TO eng # V 0 033 302

The later oil filter flange was 021 115 353 A and was used FROM eng # V 0 033 303.

There is a very vague memory from a LONG time ago when I had my first 411 that there may have been some breakage or angle issues with early 411 oil filter flanges. I will have to see if I have any V series oil filter flanges in my parts pile. I have come across maybe two V series engines in my life.

I can also ask in the 411/412 forum. It would be nice if someone has a V-series with the "non-A" series filter mount se we can see what the difference is and put this thing to rest.

Ray

Sun May 11, 2025 2:10 pm

Thanks Ray

Sun May 11, 2025 5:31 pm

raygreenwood wrote:

Its quite possible that the third port or hole was added as a die-cutting feature to help keep the cut part flat and prevent curling. It may have had more to do with a change in gasket material than anything else and there may be no port at all for that squiggly hole to use.

BUT.....the other item: There WAS a different part number filter mount used with the earlier gasket on early 411 V engines.

Ray

The hole/slot could have been added to equalize the compression forces on the gasket on each side of the oil ports, so maybe a better solution would be to eliminate the slot and trim that side of the gasket down to give the same spacing between the oil ports and the edge of the gasket as now exists on the other side of the oil ports.

Sun May 11, 2025 5:49 pm

Wildthings wrote: raygreenwood wrote:

Its quite possible that the third port or hole was added as a die-cutting feature to help keep the cut part flat and prevent curling. It may have had more to do with a change in gasket material than anything else and there may be no port at all for that squiggly hole to use.

BUT.....the other item: There WAS a different part number filter mount used with the earlier gasket on early 411 V engines.

Ray

The hole/slot could have been added to equalize the compression forces on the gasket on each side of the oil ports, so maybe a better solution would be to eliminate the slot and trim that side of the gasket down to give the same spacing between the oil ports and the edge of the gasket as now exists on the other side of the oil ports.

Yep...pretty much the same kind of pressure issue that is found in die-cutting paper materials.
These gasket materials are thick enough that a steel rule die has to be used (now days they might just cut these on a flatbed plotter).

The steel rule die will have a perimeter single bevel cutting rule to make the outside shape. The four holes are made with precision punches. All of this is mounted on a flat multi-ply board.
When the punches try to cut they stretch the paper and wrinkle it. To keep this from happening, the inner area inside of the perimeter cutting rules are packed with high energy urethane foam. This clamps the paper shape of the part being cut out and holds it flat until the blades "click" through the paper. The springiness of the urethane foam blocks also ejects the part.

On small irregular shapes like this.....it is not out of the question to have some odd extra slots of holes just to relieve stress in the part during cutting.

So here is the question. I know there is not an extra hole in the case on V series, EA, EB or W cases.
Does anyone know any series of cases like later model bus or Porsche 912 that has a corresponding slot in the case that would require a slotted gasket?

Ray

Sun May 11, 2025 6:19 pm

raygreenwood wrote: Wildthings wrote: raygreenwood wrote:

Its quite possible that the third port or hole was added as a die-cutting feature to help keep the cut part flat and prevent curling. It may have had more to do with a change in gasket material than anything else and there may be no port at all for that squiggly hole to use.

BUT.....the other item: There WAS a different part number filter mount used with the earlier gasket on early 411 V engines.

Ray

The hole/slot could have been added to equalize the compression forces on the gasket on each side of the oil ports, so maybe a better solution would be to eliminate the slot and trim that side of the gasket down to give the same spacing between the oil ports and the edge of the gasket as now exists on the other side of the oil ports.

Yep...pretty much the same kind of pressure issue that is found in die-cutting paper materials.
These gasket materials are thick enough that a steel rule die has to be used (now days they might just cut these on a flatbed plotter).

The steel rule die will have a perimeter single bevel cutting rule to make the outside shape. The four holes are made with precision punches. All of this is mounted on a flat multi-ply board.
When the punches try to cut they stretch the paper and wrinkle it. To keep this from happening, the inner area inside of the perimeter cutting rules are packed with high energy urethane foam. This clamps the paper shape of the part being cut out and holds it flat until the blades "click" through the paper. The springiness of the urethane foam blocks also ejects the part.

On small irregular shapes like this.....it is not out of the question to have some odd extra slots of holes just to relieve stress in the part during cutting.

So here is the question. I know there is not an extra hole in the case on V series, EA, EB or W cases.
Does anyone know any series of cases like later model bus or Porsche 912 that has a corresponding slot in the case that would require a slotted gasket?

Ray Ray - O looked at the 914-4 service manual that I have an online copy of in PDF form. It has the same photos in it that are in Bentley and the Orange Manual. I could not find one specifically for the GA motor, but the GA is a 2L motor like the GD and GE engines, and the parts pages at Auto Atlanta show the same mount. I have no clue what T4 or other engine used that A gasket. That is not to say that some other car on the market used an identical mount structure with that slot. The real question is what purpose would it serve? Oil bypassing does not get diverted away from the galleries on any car I know. It simply goes around the filter if pressure across the filter is too high.

Sun May 11, 2025 7:05 pm

raygreenwood wrote:
Does anyone know any series of cases like later model bus or Porsche 912 that has a corresponding slot in the case that would require a slotted gasket?

Ray

I have a Vanagon block in the pile in the back of the shed that likely still has the filter adapter on it. Will see what it takes to get to it.

Sun May 11, 2025 7:18 pm

Just a thought here, most don't have a problem using sealant on the cover of a Type 1 oil pump if using the gasket causes too much endplay in the gears. Gluing the Type 4 oil filter adapter to the block should work similarly, with there being far less force trying to lift the adapter away from the block than what is seen with the oil pump cover.

Sun May 11, 2025 9:25 pm

Wildthings wrote: raygreenwood wrote:
Does anyone know any series of cases like later model bus or Porsche 912 that has a corresponding slot in the case that would require a slotted gasket?

Ray

I have a Vanagon block in the pile in the back of the shed that likely still has the filter adapter on it. Will see what it takes to get to it.

The Vanagon engine that I have does not have any extra hole or other visible reason to need the slot. The gasket that it has is quite thin and well adhered to the block and the adapter split into two plies as I took the adapter off. No clue on the history of this engine, don't even remember where I came by it anymore, think maybe someone just asked me to take it off their hands.

Sun May 11, 2025 9:59 pm

Wildthings wrote: Wildthings wrote: raygreenwood wrote:
Does anyone know any series of cases like later model bus or Porsche 912 that has a corresponding slot in the case that would require a slotted gasket?

Ray

I have a Vanagon block in the pile in the back of the shed that likely still has the filter adapter on it. Will see what it takes to get to it.

The Vanagon engine that I have does not have any extra hole or other visible reason to need the slot. The gasket that it has is quite thin and well adhered to the block and the adapter split into two plies as I took the adapter off. No clue on the history of this engine, don't even remember where I came by it anymore, think maybe someone just asked me to take it off their hands. thanks for all the extra effort Mike.

Sun May 11, 2025 11:15 pm

Wildthings wrote:
The Vanagon engine that I have does not have any extra hole or other visible reason to need the slot. The gasket that it has is quite thin and well adhered to the block and the adapter, it most split into two plies as I took the adapter off. No clue on the history of this engine, don't even remember where I came by it anymore, think maybe someone just asked me to take it off their hands.

Sun May 11, 2025 11:26 pm

raygreenwood wrote: SGKent wrote: Wildthings wrote: For myself I don't think I have ever used sealant on this gasket, but if the gasket is the problem then maybe eliminate the gasket and just use a judicious amount of sealant by itself. Thanks Mike, Ray

Wagen19 wrote:
Quote: Type 411, 412 spare book says, there is gasket 021 115 359 for V-engines till V 033 302 and 021 115 359 A for engines V 033 303 onwards. (not knowing about the difference) Looking up the engine, it looks like that was the 1969 Type IV 1700. From the number of engines, it would appear that somewhere around 33300 engines made, VW changed that gasket. The 914 came out in 1970, the 912E only 1976. Hans, who designed the change probably died 15 - 20 years ago in which case who knows why he did it. I wonder if there are any 411 technical supplements out there that might cover the change. The 1969 vehicles were not imported so the dealers here might not have even had an opportunity to have a service manual. This could be a South African or German known documented change only.

Yes....there would be few if any engines here in the US that used the earlier 021 115 359 gasket with no third hole.

However, as I noted, I have found cases in 411/412 later than the 1969-1970 time frame (1971 to 1974) that had solid two hole gaskets.

One thing to keep in mind. I come from a world where I have done a shit ton of die-cutting (steel rule, cast magnesium, etched magnesium, serrated etc....plastics, rubber, paper...you name it).

Its quite possible that the third port or hole was added as a die-cutting feature to help keep the cut part flat and prevent curling. It may have had more to do with a change in gasket material than anything else and there may be no port at all for that squiggly hole to use.

BUT.....the other item: There WAS a different part number filter mount used with the earlier gasket on early 411 V engines.

Intermediate flange- oil filter 021 115 353 was used UP TO eng # V 0 033 302

The later oil filter flange was 021 115 353 A and was used FROM eng # V 0 033 303.

There is a very vague memory from a LONG time ago when I had my first 411 that there may have been some breakage or angle issues with early 411 oil filter flanges. I will have to see if I have any V series oil filter flanges in my parts pile. I have come across maybe two V series engines in my life.

I can also ask in the 411/412 forum. It would be nice if someone has a V-series with the "non-A" series filter mount se we can see what the difference is and put this thing to rest.

Ray

Just one short info about range of VIN and engine numbers. My L 60 B Peru green type 41, shifter, prod date stamp in original german "KFZ Brief" 29.05.1969 has VIN 419 039 04x and engine V 0 040 19x (still matching). A spare V-engine is also here, but for the number, still I have to look.

EDIT:

my spare engine is # V - 0 020 947 # In 1969 there were still only type 41 and 42, but no 46. The # V-engines # had a special tube for oil level dipstick and a separate tube for oil filling. (later only for type 46)

In case of interest, I can take pics. Fan schroud is off.

Sun May 11, 2025 11:32 pm

Wildthings wrote: Wildthings wrote:
The Vanagon engine that I have does not have any extra hole or other visible reason to need the slot. The gasket that it has is quite thin and well adhered to the block and the adapter, it most split into two plies as I took the adapter off. No clue on the history of this engine, don't even remember where I came by it anymore, think maybe someone just asked me to take it off their hands.

Mike do you know if that engine has been rebuilt before? That is really a paper thin gasket with what looks like white Teflon sealant on both sides of it.

.

Sun May 11, 2025 11:44 pm

Thanks to Mike's help, and others suggestions including Ray etc., too many to name, I found a photo of that gasket which is original VW old stock, and it is white also. I have bought from the seller before so I ordered a couple. Will let y'all know how thick they are when they come in. These do not have the cutout so they may be the original part without the A, but they are white like Mike's. If it matters to compression, I can always cut out the small third passage. This gasket look so much thinner than the ones made today by VR, and if so then there would be less deformation of the mount, which is the reason that first mount broke when the gasket squeezed out on its own. I have some paper ones now that are thinner than the VR ones but I can see them crushing at the ends when I tighten the nuts - so this may work.

Also found a set of phenolic FI manifold plates with the same gasket material on them, and it has the same markings as the factory gaskets above, including the VW emblem on them. Don't need those because the VR ones work fine, but it shows that VW had a factory relationship with the gasket maker Victor Reinz during the time type 4 engines were built. The gasket is made of "Reinzoloid FS 53". That paper comes as thin as .009" (and thicker) depending on the choice of thickness. It is also specifically designed to be oil resistant.

https://datenblatt.reinz.de/_pdf/out/web1/REINZOLOID_FS_53_en.pdf

Mon May 12, 2025 7:20 am

Yes. The Reinz material is interesting. As it notes, it's a cellulose fiber gasket that is bonded together with glue.

I do not know of they are top coated. That CAN be done during the printing of the nomenclature and logos on them. But, they are already very smooth and well sealed. This is the same or ateast very similar... material used in a lot of the VW transmission gaskets.

Well engineered material with just a small amount of compression. Ray

Mon May 12, 2025 10:13 am

wagen19 wrote: raygreenwood wrote: SGKent wrote: Wildthings wrote: For myself I don't think I have ever used sealant on this gasket, but if the gasket is the problem then maybe eliminate the gasket and just use a judicious amount of sealant by itself. Thanks Mike, Ray

Wagen19 wrote:
Quote: Type 411, 412 spare book says, there is gasket 021 115 359 for V-engines till V 033 302 and 021 115 359 A for engines V 033 303 onwards. (not knowing about the difference) Looking up the engine, it looks like that was the 1969 Type IV 1700. From the number of engines, it would appear that somewhere around 33300 engines made, VW changed that gasket. The 914 came out in 1970, the 912E only 1976. Hans, who designed the change probably died 15 - 20 years ago in which case who knows why he did it. I wonder if there are any 411 technical supplements out there that might cover the change. The 1969 vehicles were not imported so the dealers here might not have even had an opportunity to have a service manual. This could be a South African or German known documented change only.

Yes....there would be few if any engines here in the US that used the earlier 021 115 359 gasket with no third hole.

However, as I noted, I have found cases in 411/412 later than the 1969-1970 time frame (1971 to 1974) that had solid two hole gaskets.

One thing to keep in mind. I come from a world where I have done a shit ton of die-cutting (steel rule, cast magnesium, etched magnesium, serrated etc....plastics, rubber, paper...you name it).

Its quite possible that the third port or hole was added as a die-cutting feature to help keep the cut part flat and prevent curling. It may have had more to do with a change in gasket material than anything else and there may be no port at all for that squiggly hole to use.

BUT.....the other item: There WAS a different part number filter mount used with the earlier gasket on early 411 V engines.

Intermediate flange- oil filter 021 115 353 was used UP TO eng # V 0 033 302

The later oil filter flange was 021 115 353 A and was used FROM eng # V 0 033 303.

There is a very vague memory from a LONG time ago when I had my first 411 that there may have been some breakage or angle issues with early 411 oil filter flanges. I will have to see if I have any V series oil filter flanges in my parts pile. I have come across maybe two V series engines in my life.

I can also ask in the 411/412 forum. It would be nice if someone has a V-series with the "non-A" series filter mount se we can see what the difference is and put this thing to rest.

Ray

Just one short info about range of VIN and engine numbers. My L 60 B Peru green type 41, shifter, prod date stamp in original german "KFZ Brief" 29.05.1969 has VIN 419 039 04x and engine V 0 040 19x (still matching). A spare V-engine is also here, but for the number, still I have to look.

EDIT:

my spare engine is # V - 0 020 947 # In 1969 there were still only type 41 and 42, but no 46. The # V-engines # had a special tube for oil level dipstick and a separate tube for oil filling. (later only for type 46)

In case of interest, I can take pics. Fan schroud is off.

Wagen19...what is also of interest if you have a V engine (and you were one of the few that I had remembered that posts in the 411/412 forum that had a V engine)......can you possibly take some pictures of the oil filter mount?

As I noted yesterday, there is a different part # of intermeidate filter mount on the early V engines that goes along with that early gasket. I would be interested to know what the differences are in the oil filter mounts.

One other item. I was looking through my 412 logbook last night. It tracks about 300k miles of daily driving spanning about four 411 and 412 chassis that the same drivetrain was switched across to over about 8-9 years.

I had a couple orf notes about when I had leakage problems with the oil filter mount. I had to reseal it about 3 times over 8 years.

Each time this happened it also corresponded to notes about difficulty removing the filter. I think one of the biggest leakage problems is twisting of the mount and flange when excessive force is required to remove the filter.

At the rate I was driving, my engine got an oil change just about once a month in some years and once every 2 months at the latest. During the once a month mileage range (about 1200 miles per week) ...I changed filter every other oil change. Average oil change miles were 3000 to 3500 on Valvoline super HPO 40.

Typically I used Mann and Hummel filters (stock) but...sometimes they were not available and in those times I used Kneckt or Purolater or occasionally Beck Arnley. Some of the Kneckt and Beck arnley had softer gaskets and it was easy to overtighten them. Once they baked a bit and got harder...very hard to remove.

Ray

Mon May 12, 2025 12:05 pm

Quote: Wagen19...what is also of interest if you have a V engine (and you were one of the few that I had remembered that posts in the 411/412 forum that had a V engine)......can you possibly take some pictures of the oil filter mount?

As I noted yesterday, there is a different part # of intermeidate filter mount on the early V engines that goes along with that early gasket. I would be interested to know what the differences are in the oil filter mounts.

One other item. I was looking through my 412 logbook last night. It tracks about 300k miles of daily driving spanning about four 411 and 412 chassis that the same drivetrain was switched across to over about 8-9 years.

I had a couple orf notes about when I had leakage problems with the oil filter mount. I had to reseal it about 3 times over 8 years.

Each time this happened it also corresponded to notes about difficulty removing the filter. I think one of the biggest leakage problems is twisting of the mount and flange when excessive force is required to remove the filter.

At the rate I was driving, my engine got an oil change just about once a month in some years and once every 2 months at the latest. During the once a month mileage range (about 1200 miles per week) ...I changed filter every other oil change. Average oil change miles were 3000 to 3500 on Valvoline super HPO 40.

Typically I used Mann and Hummel filters (stock) but...sometimes they were not available and in those times I used Kneckt or Purolater or occasionally Beck Arnley. Some of the Kneckt and Beck arnley had softer gaskets and it was easy to overtighten them. Once they baked a bit and got harder...very hard to remove.

Ray
Ray - I noticed quite a few threads on this forum and others over the last 25 years where people had failures on that mount and it leaked. The main thing that concerned me was the amount of work it takes to get in there to replace it if that happens. So if I seem anal on it, and no one has said that, I just don't have it in me to do this again if a year from now it starts leaking. I know that sometimes it can take a lot of force to remove a filter if the rubber seal has swollen. To be really candid, I am very disappointed with VW of that era and the Type IV engine. Some parts are quite robust and others a new rookie engineer could have managed to design a better solution.

I suspect, after the discussion in this thread, is that VW added that third passage and went to a thin gasket after consulting with VR about mount failures. We'll never really know because the people who did it left no paperwork on it.

Mon May 12, 2025 11:17 pm

Ray[/quote]

Just one short info about range of VIN and engine numbers. My L 60 B Peru green type 41, shifter, prod date stamp in original german "KFZ Brief" 29.05.1969 has VIN 419 039 04x and engine V 0 040 19x (still matching). A spare V-engine is also here, but for the number, still I have to look.

EDIT:

my spare engine is # V - 0 020 947 # In 1969 there were still only type 41 and 42, but no 46. The # V-engines # had a special tube for oil level dipstick and a separate tube for oil filling. (later only for type 46)

In case of interest, I can take pics. Fan schroud is off.[/quote]

Wagen19...what is also of interest if you have a V engine (and you were one of the few that I had remembered that posts in the 411/412 forum that had a V engine)......can you possibly take some pictures of the oil filter mount?

As I noted yesterday, there is a different part # of intermeidate filter mount on the early V engines that goes along with that early gasket. I would be interested to know what the differences are in the oil filter mounts.

One other item. I was looking through my 412 logbook last night. It tracks about 300k miles of daily driving spanning about four 411 and 412 chassis that the same drivetrain was switched across to over about 8-9 years.

I had a couple orf notes about when I had leakage problems with the oil filter mount. I had to reseal it about 3 times over 8 years.

Each time this happened it also corresponded to notes about difficulty removing the filter. I think one of the biggest leakage problems is twisting of the mount and flange when excessive force is required to remove the filter.

At the rate I was driving, my engine got an oil change just about once a month in some years and once every 2 months at the latest. During the once a month mileage range (about 1200 miles per week) ...I changed filter every other oil change. Average oil change miles were 3000 to 3500 on Valvoline super HPO 40.

Typically I used Mann and Hummel filters (stock) but...sometimes they were not available and in those times I used Kneckt or Purolater or occasionally Beck Arnley. Some of the Kneckt and Beck arnley had softer gaskets and it was easy to overtighten them. Once they baked a bit and got harder...very hard to remove.

Ray[/quote]

I believe, I have found the answer.
The old filter mounts tended to crack, the newer edition has a enforced housing and flange and came with a more elastic gasket with gap, as indicator for overtorque.

The filter mount in pic of SGKent, May 11 is clearly the early version for V-engines up to 0 033 302.

Compare with pics of 021 115 353 A
https://heritagestocks.com/product/021115353a-intermediate-flange-oil-filter/

Had also a look in "VW Reparaturleitfaden" Engine (1969 to 73) under chapter 5.1 2-6 there is the same pic of the old "weak and unsolid" filter mount version.

Please have (all) a look on the factory pic, SGKent has posted on May 11 and compare with the known newer mounts. The housing in pic is clearly the old and weak version of early filter mount.
I´m rather sure, the difference to the common later mounts is clearly visable.

OK, yes, after I had compared the pic in "VW-Leitfaden" and the filter mount on my V-engine, I can say, there is a visual difference, recognizable from outside view.

Tue May 13, 2025 12:23 am

Quote: I believe, I have found the answer. The old filter mounts tended to crack, the newer edition has a enforced housing and flange and came with a more elastic gasket with gap, as indicator for over torque. ... "VW-Leitfaden" and the filter mount on my V-engine, I can say, there is a visual difference, recognizable from outside view.
wow. I am impressed by the ability to find that in print. Where did you find it?

So - in a nutshell, VW re-designed the mount, and VR provided a new gasket design that allowed greater crush. The mount of mine that cracked had the VW/Audi logo on it so I think it was a newer one. It was on a 1977 engine. The one I replaced it with is also marked with the VW/AUDI logo. I don't remember what year VW parts started having both logos. Both the ones I have are 021-115-355A, and I had to hunt for those that have the dual logo. Many used ones just have the VW logo cast into them. The fiche lists the same part number for all years 021-115-353A. The part is available new these days from Porsche and VW Classic in Europe for around $150 USD. It was not when I was looking for good used ones in 2013.

That said, the box in the link and the fiche show 021-115-353A but the actual part has 021-115-355A on it. Mine look like the one you linked at the Heritage Stocks link with the dual logo on it. https://heritagestocks.com/product/021115353a-intermediate-flange-oil-filter/

with VW/Audi logo - 15 ribs and oblong end

vw logo only - 21 ribs and round end

Original style shown in books. Intermediate flange- oil filter 021 115 353 was used UP TO eng # V 0 033 302 which is in 1969

.

Tue May 13, 2025 2:16 am

SGKent wrote: Quote: I believe, I have found the answer. The old filter mounts tended to crack, the newer edition has a enforced housing and flange and came with a more elastic gasket with gap, as indicator for over torque. ... "VW-Leitfaden" and the filter mount on my V-engine, I can say, there is a visual difference, recognizable from outside view.
wow. I am impressed by the ability to find that in print. Where did you find it?

So - in a nutshell, VW re-designed the mount, and VR provided a new gasket design that allowed greater crush. The mount of mine that cracked had the VW/Audi logo on it so I think it was a newer one. It was on a 1977 engine. The one I replaced it with is also marked with the VW/AUDI logo. I don't remember what year VW parts started having both logos. Both the ones I have are 021-115-355A, and I had to hunt for those that have the dual logo. Many used ones just have the VW logo cast into them. The fiche lists the same part number for all years 021-115-353A. The part is available new these days from Porsche and VW Classic in Europe for around $150 USD. It was not when I was looking for good used ones in 2013.

That said, the box in the link and the fiche show 021-115-353A but the actual part has 021-115-355A on it. Mine look like the one you linked at the Heritage Stocks link with the dual logo on it. https://heritagestocks.com/product/021115353a-intermediate-flange-oil-filter/

with VW/Audi logo - 15 ribs and oblong end

vw logo only - 21 ribs and round end

.

Many thanks to you, SGKent for the pics here.
Maybe you can add a pic of old style filter mount from bentley in your post too.

On my V-0 020 947 engine, there is the new style (probably once replaced) "round end" filter mount, on my GB 003 517 (model 1973) is the "oblong end" (assumed to be original) filter mount affixed.
Sorry, I´ve still not counted the number of ribs.
So I think, pics of my parts are not really needed here any more.

Who want´s to dig deeper can try to find info in the VW dealer internal and confidential "Handbuch Service Technik" from VW, late 60 to mid 70 ties.

Tue May 13, 2025 3:00 am

What the heck do the ribs do?