Zero Compression

[halfassleatherworks]

what does the head look like
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Halfass Leatherworks*****GOT LEATHER Made to order Leather crafts, you can find us on that face book thing

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personal items if you want it in leather in Reno Nv, *****

[Mberglo]

[Mberglo]

[Mberglo]

All of the damage likely occurred when I first started it, before we refreshed the engine. The new spark plug is undamaged, and I didn't empty any debris when I removed the head. Marvel Mystery Oil would have been a good idea on retrospect.

[turbotype1]

[volksworld]

X2...NONE of that just occurred...the previous owner fried it, ran it into the ground, and parked it cause he couldnt afford to fix it...which described most of the buses back in the day

[SBD]

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"Just $99 down and $64 a month for 36 months buys you a brand new Volkswagen Beetle!"

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[rugblaster]

The damage is fairly typical of what was seen back in my dealership days. I too bought a '69 camper back in the eighties from a fellow from Utah who was traveling through Texas in the midday heat, and I'm talking about 100 degrees plus. This poor guy had his motor gone through by someone in Utah before his trip. The weather in Utah is quite different than down here in northern Mexico. He melted a hole in the number 3 piston of a new motor and he was done with Volkswagens.

It was always a combination of too much ambient heat, too much compression, too lean of a mixture, too much timing, pushing the bus too fast and not enough oil cooling.

The engine I built for my bus, and the intention was to use my experience to eliminate as many heat causing variables as possible, has no more than 7.5 to 1 compression, the fuel is always the best pump gas I can find, 92 octane Sunoco. The timing is a total of no more than 30 degrees, total, the oiling system includes a full flow plumbed filter and cooler, a type 4 dog house cooler mod and deep sump and a oil temp gauge. Lastly, not twisting her tail too hard, rarely over 65 mph. The highway traffic around here routinely reaches 85 to 90 mph, these buses won't do that for long.
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'69 Karmy, '69 Camper, Meyers clone, '65 drag bug, 10.78 @ 128 (sold it) '51 Dodge farm truck,
'09 MB E350 '18 MB E400, '65 Plymouth Valiant convertible and a '19 Ford F250 King Ranch (nicer, but dirty, farm truck)

VWoA factory trained line tech 75 till 90 or so
ASE Master Certification
VWoA Assoc. of Quality Technicians inductee (One of 25 in the five state southwest region)
La Confrerie des Chevaliers du Tastevin (San Angelo Chapter)
TCU ......GO FROGS!!!!!!

[volksworld]

the weak link of a vw engine has always been the magnesium case...designed to save weight and money it was considered a throwaway part in the 60's...they generally beat their thrust bearings loose in the case ....in buses i've seen this happen at 30,000 miles....this resulted in blocks being bored for oversize bearings with thicker thrusts to save them...but the tooling used to do this(porta tool line boring bars that centered in the front case hole and the rear seal hole and were driven by an electric drill) was no way as precise as how it was done at the factory so as they say "your results may vary"....so simply put the best way to wind up with something reliable is to start with a new case....so when you want to freshen your 289, your block is good and might not even need to be bored...your heads freshen up with a standard valve job ( most dual port vw heads crack between the intake seat and the plug hole even on engines that havent been particularly abused and you have to buy new ones...since your ford actually has an oil filter your crank might not even need to be cut and theres less wear on all the internal parts...and it doesnt run 2 lifters on each cam lobe....most bus ring and pinions are in the 500 range so its spent its life revving twice as high as your ford....and if its so fubar that its not worth rebuilding decent ford cores are more readily available, where any vw core you may find is probably just as screwed up as your original....these vehicles had no gauges, only held 3 qts of unfiltered oil, and were always a broken fan belt away from a complete meltdown

[rugblaster]

VWoA never authorized line boring (we did it anyway) they required the case to be replaced with a new one if it was a warranty deal. While there were case problems, thrust, hammered bearing saddles, pulled studs etc, most of the problems related to dropped exhaust valves and the resulting damage. Sometimes, depending on the rpm the exhaust valve failed, the damage was extensively catastrophic. It wasn't if the valve heads would pop off, but when.
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'69 Karmy, '69 Camper, Meyers clone, '65 drag bug, 10.78 @ 128 (sold it) '51 Dodge farm truck,
'09 MB E350 '18 MB E400, '65 Plymouth Valiant convertible and a '19 Ford F250 King Ranch (nicer, but dirty, farm truck)

VWoA factory trained line tech 75 till 90 or so
ASE Master Certification
VWoA Assoc. of Quality Technicians inductee (One of 25 in the five state southwest region)
La Confrerie des Chevaliers du Tastevin (San Angelo Chapter)
TCU ......GO FROGS!!!!!!