My '71 East Coast Camper, a restoration by GermanSupply

[BobB10]

[BobB10]

THE ENGINE (Part 1)

Well Scott was quite busy and in the middle of a move, so the next logical solution to move the project along, was to get another pro to do the job.

Art Thraen is the best in the business, so off it went to the guys at Air Cooled Engineering. Scott and Art worked out the best engine for my bus, and Scott supplied all kinds of cool NOS and special parts. It was an interesting build since I wanted a bump in power, but could not go with a dual carb set-up since I wanted to keep the gas heater which came stock with my bus.

This is what they came up with...
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1971 Westfalia Campmobile
Restoration completed by German Supply.

[BobB10]

Old engine is going to Art Thraen at aircooled engineering

Scott made a great custom crate to ship to A.C.E., he says you can never over build them.

Crate just fits into Scott's ’79 Bus...

Now it's off to the airport to ship!

Trucker dudes were perplexed about what an old VW Bus was doing at a shipping place...
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1971 Westfalia Campmobile
Restoration completed by German Supply.

[BobB10]

We're going to go with basically new everything... "no excuses"

So a 2017cc engine with new OEM VW blueprinted case, welded DPR 78.4 german crank and flywheel (balanced), DPR stroker rod set, special cam & lifter set, new vw 040 heads, 92mm AA thick wall piston/cyl set... and a bunch of other technical things...

Nice NOS main bearings from Scott's stash

Kolbenschmidt still make nice rod bearings in Germany

Engine components ready for assembly

This is a DPR counterweighted crank

78.4 stroke
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1971 Westfalia Campmobile
Restoration completed by German Supply.

[BobB10]

The Engine (Part 2)

Thick wall 92’s. Rods are stock German 311 rods clearanced for stroke

ACE selects genuine cases and offers me the ‘pick of the litter’

so pretty...

Cylinder heads are genuine VW Germany 040’s, with 32E x 39I valves

This mass of snakes is the CSP “Python” exhaust system... ordered with matched heater boxes... it'll all be ceramic coated black
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1971 Westfalia Campmobile
Restoration completed by German Supply.

[BobB10]

Genuine VW crankcase clearanced for stroke

Pistons 94mm forged slipper skirt. Flywheel in photo is lightened but will be using stock weight unit

DPR 78.4mm welded German stroker crank

Bottom end components including NOS German main and rod bearings

Crank assembly installed
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1971 Westfalia Campmobile
Restoration completed by German Supply.

[skills@eurocarsplus]

not being able to see the mains that were used, it's tough to say, but you really should make sure they use a main with the internal (as in, crank side) oil groove.

why?

the aftermarket cranks do a poor job of oiling seeing that the cranks aren't 'tear dropped' at the oil holes, but rather straight drilled.

the center main feeds 2 rods. without this mod, the rods go under lubricated, and you will get to see them again......hopefully not by the high velocity hole it will put in the case.

just my 0.02

other than that, looks like a solid build
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[BobB10]

THE ENGINE (Part 3)

Short block almost complete

Short Block is done, ready for the top end parts

Longblock is done

They are using the genuine VW/Bosch Mexico distributor with vacuum advance

Art is building a custom 34 PICT-3 carburetor
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1971 Westfalia Campmobile
Restoration completed by German Supply.

[BobB10]

Venturi is enlarged. This carb type is used on the Score spec engines

Fancy magic happening right there...

Engine almost complete - installing CSP exhaust

Berg sump, full flow setup visible, CSP heater boxes

CSP header modified with heat risers for stock single solex manifold - cool or what!
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1971 Westfalia Campmobile
Restoration completed by German Supply.

[BobB10]

THE ENGINE (Part 4)

On the dyno!!!!

75HP peek @4500 then it plateaus... 120.75 LbTQ @2800RPM .... and don't forget this is with a single solex too... I'm very impressed, and happy. Thanks guys!

Beauty shots...

... note the ceramic coated CSP headers

so pretty...

we will use the stock oil bath air cleaner... all nice and stock looking.

and here she sits inside my freshly painted bus awaiting Scott to button her in. (can't wait to driver her again)

A special thanks to Art Thraen and the guys at ACE. I know there has been changes over there recently (It's now called Blackline), good luck with the new company guys!! They were great to deal with, on time and answered all my silly questions like they weren't even silly at all.
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1971 Westfalia Campmobile
Restoration completed by German Supply.

[chadchadchad]

your bus will be so amazing!

[BobB10]

[aryue]

A tip of the hat to you, BobB10 - for showing us your build. I'm jealous - because when I went looking for a set of NOS German heads during my 1776cc build there weren't any to be had.

Having broke in my 1776cc with the center mount Solex 34 PICT 3 - I've decided to keep it that way - but with a venturi opened to 28mm rather than the 30mm - which really is needed for your 2017cc build. The carb is at Blackline Racing waiting in the queue.

I did get a header modified with a pre-heat tube while they available from John @ ac.net.

What I hope for would look like this:

What I received did have some fit issues with heater boxes due to the way the pre-heat tube was routed to the collector.

Thanks again for posting the updates with photos.

- Andrew in Austin, TX -
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OldandSlow - but still chuggin.
http://www.ph.utexas.edu/~yue/VW/VWBus.html

[BobB10]

[Millennium Falcon]

How in the world did I overlook this great thread over the past few months??? Jeez, it is like behind-the-scenes bus porn.
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"Don't worry, she'll hold together . . . You hear me, baby? Hold together!" -Han to the Falcon

1972 White Campmobile
1700 cc Type IV
Dual Solex 34 PDSIT2/3

[BobB10]

[Busbodger]

Can anyone ID those front seats for me???

Thanks!

[Busbodger]

[aryue]

Busbodger - You hit the nail on the head regarding the need to heat the long intake manifold runners on a center-mount carburetor - in this case with two opposing cylinder banks that are nearly a meter apart. Not only icing is possible without some sort of preheat - but the gasoline doesn't stay properly atomized on its way to the cylinders.

The bi-directional pulse method to supply the heat risers with exhaust gases has been the industry standard for aftermarket headers for 40 plus years now.

#4 cylinder --> <-- #2 cylinder

No one has ever convinced me that the opposing pulses from #2 and # 4 cylinders actually pass complete through the heat risers at high RPMs. With that said, having some exhaust pass through the heat riser is a 100 times better than none at all with a center-mount carburetor.

The stock VW muffler - sends the pulses in one direction only. With an input at cylinder # 2 and a separate escape tube leading to near the tail pipe outlet - you are assured that exhaust gases pass completely through the heat riser at all RPMs.

#2 cylinder exhaust pressure ---> ---> lower pressure at the tail pipe outlet.

I'm opting to keep using the original carburetor, albeit with a modified venturi - which is why I included the above photos to show an aftermarket header modified to mimic the stock VW design. The image on top was what I wanted to copy. The bottom photo shows the design I wound up with. I will still have to periodically clean out the pre-heat tube.

With regards to icing - I bought a 69 Bus back 1996, which needed a replacement transmission. The previous owner told me of problems with icing during the colder months. While I had the engine out, I went to clean out the heat risers and noticed that header tubes beneath the heat riser take offs had not been drilled to provide any flow what so ever. Of course I drilled a passage through each tube and never noticed the icing problem in the 10 years that I drove it.

- Andrew in Austin, TX -
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OldandSlow - but still chuggin.
http://www.ph.utexas.edu/~yue/VW/VWBus.html

[Busbodger]