How to put chains on a VW T3 Vanagon
How to put chains on a VW T3 Vanagon
How to put chains on a VW T3 Vanagon
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Last weekend we spent a night in the wilderness. Not very far from home, we cooked burgers, drone photographing, walked in the woods, watched TV in the warm bus while it started to rain. A movie is coming very soon! Keep an eye on the YouTube channel.
Now we have both a wheel machine and a tire balancer. Also adapter for balancing VW 205/5 (wide5 rims) pre 1967 that most tire shops don’t have anymore.
#maindrivegarage #karlstad #däck #vw
Some additions to the T3 have been done. A axe with holder, perfect for campfires or trees and branches laying over small dirt roads. Also a 20 liter spare jerrycan have been mounted on the tailgate. I have two cans I choose between, one with diesel or fresh water. Good to have in remote places.
I have changed my old 1.6 Diesel to a 1.9 from 1999 in my 1983 VW T3 bus. The engine code is AEF and it can be found in VW Polo, Skoda, Seat and Audi. When I started this conversion I was suprised how little information it really was about doing this swap. So I made a video collecting this information and what parts needed and problems that I had to solve. So hopefully this will help others that is thinking about doing this conversion. Good luck!
A Ruby red 1965 VW type 1 Beetle. Solid project, not much rust at all. Will get new paint and interior, engine overhauled, new chrome trim, new rubber seals and new brake system and more. Pics coming soon and maybe a simple video serie on the YouTube channel. Stay tuned!
Have finally got something done on the old VW Karmann Ghia chassi. Its being converted from swing axle to a better independent rear suspension. It’s just mocked up and tack welded at the moment, test fitted the new rear discbrakes. The fork/frame have been clearanced for Porsche 5speed 901 transmission and also reinforced, welded all around. Probably I will reposition the IRS brackets further in, and mount the trailing arms on the inside of the springplates. Then I will get about 1″ more space against the outer wheel arch and can then fit wider tires. Driveshafts need then be shorter also of course, the left VW type 3 automatic driveshafts are shorter and would be perfect or buy new shortened EMPI’s. Next up is to fabricate front transmission mounts and 911 (or maybe VW) gear linkage.
That means we are going toward colder and darker times, winter.
Just some random pics from last month on the T3 Highroof or as my son calls it “The Monster bus” 🙂
Added a solarpanel to the roofrack on the bus. But we also have a portable solarpanel to use when parked in the shadows or just need more power. Roof panel is Monocrystal 120w and the portable is also 120w mono, so a total of 240w solar power and 200amps of batterybank, they are also wired to the car alternator so charging when driving. We have a pretty sweet setup now!
We have been out on a family roadtrip this vacation, thru Sweden. We have driven the T3 bus over 3000km, total, without a problem! Pretty amazing! First we headed north, to Norrfällsviken. The Nordic VW TYPE 2 Club had a VW bus meeting there this year at the high East coast.
We also drove down to the West coast for a week. We have seen alot and had so much fun, the kids love it. We have seen elks, rockets, mammut, vw buses, wilderness, airplanes, boats, crabs, small sharks and alot more! 🙂
The T3 bus is now ready for summer vacation. Engine conversion and transmission is all finished now. Took an hour testdriving it on some dirtroads, all good. We are going to drive up north to Norrfällsviken in the high coast of Sweden. Nordic VW TYPE 2 club is having a bus meeting there.
#bussfest2019 #nt2k #vwt3overland
Tested the portable solar panel 120w with dual 75a battery’s (total 150 ampere hours) last weekend and it worked great 👍 It was two sunny days, on the night the power drops and is taken from the battery’s only. When sun goes up again on the morning, the solar panel charges the battery’s full again (green). Our 12v fridge was running all day and all night 24/7. A couple of rainy days would be problems I guess. But then I could run the engine and the alternator would charge up the battery’s after couple of minutes. 👍
Yesterday I finished and installed the complete exhaust system. You could use the original 1.6 CS exhaust system if you take the 1.6 header, that’s the easy way. I choose the hard way, using the 1.9 AEF header. Why? Because the exhaustheader ports and outlet are bigger than the 1.6 CS. Which means a little more HP. The problem is that the AEF header have a different angle than the CS one, so need to build a new exhaust system from scratch. The AEF header and enginemount need some grinding to fit/clear.
The original exhaust was 48mm, the new I built is 51mm and the silencer is from a Turbo Diesel, for better flow. Original system was one welded pipe, which I didn’t want to have on a car that should drive on crappy roads and trails. If going offroad and hit a stone not only the pipe would take a pounding but also the head on the engine! I used a flex joint, which now makes the system to flex at least 3-40mm, so hitting a stone or something hard now and the system will just bounce or slide over and the head will be more safe. Also removing some extra vibrations to the car itself.
Now with the engine and transmission installed, left to do is connecting electrical wirings and coolant hoses. The AEF engine used a different glow plug relay, but the original VW bus T3 glowplug relay can be used with some modification. I soldered two resistors of total 580ohm to the temp sensor wiring (at the waterflange at top of the engine, black/blue) this will trick the relay and let it glow a little all the time which is needed for the AEF to run clean/nice. The grey/green wire from the pump works like a electric choke at cold starts and can be connected to a timer relay for about 20sec. I bought a cheap timer relay from EBay that would probably work but it was so brittle and crappy. So I didn’t trust it, I just ran a wire to a switch on the dash, will work like a manual choke, almost like original but electrical rather than mechanical, bullet proof too.
Since the old CS intake and air filter box is installed on the little taller new engine, the wires in the engine compartment beside the airfilter needed to be moved upwards (around 60mm) to make space for the filterbox.
I found the diameter on the AEF water pump flange bigger than the old CS which made it impossible to re use the 90degree coolant hose. So I ordered a new 25mm 90degree coolant hose that will be jointed togheter with the old hose.
The crankcase breather need to be cut off in the end, and joined (with metal pipe insert) with the AEF hose. The connection at the cam cover is different on the AEF.
If any one need finished 587ohm resistor for the glowplug relay, let me know and I can ship some out. All you need to do then is cut the wire, crimp on spade connectors on both ends and plug in the resistor. That’s it! firstname.lastname@example.org
Now the engine and transmission is bolted back in the bus, fits perfect! Left to do is all small stuff (But time consuming!) wiring, 587ohm resistor to the glowplug relay wiring, and a timer relay, install all hoses, fill up the coolingsystem with water, gearlinkage, cables, oil and filter, fill up all fuel lines with diesel, prime the pump, build a new exhaust and much more. Here comes some new pics…
Together with Hans Landenius a offroad transmission was built. A mechanical difflocker from Weddle Industries. This locker engages when stamping on the throttle and locks up to 100%. Which for example a LSD (limited slip differential) never do. That’s why I choosed a locker over LSD, to always have maximum traction when it really needs. The downside with this locker is that it’s noisy, clicks when turning corners (axle tooth’s is “sliding” over the cogs in the differential), but I don’t care so much about noise.
The old differential had only 2 spider gears, so it was replaced by a new stronger “Super diff” that’s made for 4 spider gears. The spider gears was the replaced with the spring loaded locker. Everything was bolted back together, measured with micrometer. Then all seals was replaced with new. New starter and throw out bearing was installed too.
Stuff is getting done, slow but steady at the moment, with two small kids there is not much time left! I have lifted the rear on the 30mm with spacers and I will lift the front 30mm too, but later on. Engine is ready to go in and transmission is getting built with Superdiff and locker while I write this. A custom beefy exhaust is made too, with a turbo diesel muffler for better flow.
I have a Thule awning with safari room for the bus, but it’s not possible to install it with ordinary brackets in the droprail (highroof slidingdoor) and I don’t want to drill it in the roof directly. So I want a roof rack that the awning can be bolted too instead.
But it’s not possible to buy a “bolt-on” complete Expedition roof rack to a VW T3 Highroof bus so I need to make one myself. I had a old roofrack laying that I could use/modify. I have been extended it 100cm and widened 40cm (total 290cm long and 130cm wide). 1000w LED light bar 133cm long, two 100w LED flood spotlights on each side, portable solar panel 120w (can be removed from rack easy and plugs into a 10m extended cable so it can be moved with the sun for maximum power). CB radio antennas, digital TV antenn/scanner and ladder is being fixed too.
Just need to make legs and brackets then it will be painted in satin black. Then Ready for safari and zombie apocalypse 🤘
The old radiator was in bad shape, very rusty in bottom so it was just matter of time before it would start leaking. A brand new radiator was bought from Justkampers, thermo switch, modern universal 14″ cooling fan and hose clamps in stainless steel. The T3 bus comes original with 1 small (sucking) fan in a shroud behind the radiator, with 2 speeds. This fan was checked and worked good, also put some oil on the axle just for good measure. Then a new/extra fan in front of the radiator was installed (blowing). This one kicks in when the original fan is switched to highest speed by the thermostatic switch hitting 105celsius. This car will never overheat!
New alternator, servo pump, fan belt, clutch, oil pan, exhaust, intake manifold etc is now on the engine.
It is almost ready to go in, just need to fabricate a new exhaust system. And get the transmission ready with new seals, difflock and new gear linkage bushings etc. Then I will bolt engine & trans together and lift the whole package up in the bus. Then the electric work can begin and later on start up. New radiator is going to be installed tonight…
Some pics from when I took the front end apart and changed the frontbeam to a brand new adjustable 2″inch narrowed, dropped spindles, new tie rods, new brakes and bearings ect. A little “how to video”. More videos in the channel here!
Have got much done on the VAG 1,9 AEF diesel engine the last days. Dieselpump cleaned up and wiring is fixed. Only 3 sensors are used now. There is alot of wiring and electric sensors that is not needed in a van. (removing immobilizer for example). I moved the dipstick hole to the other side of engine, as it is tilted 45degrees in the bus also are on the wrong side. So drilling a new hole in the engine block was needed. And the old was tapped and sealed up with a 12mm bolt. The tube from the AEF was used and modified/bracket.
The intake manifold don’t fit in the tight bus engine compartment so the old one from the 1,6 CS are going to be used, it has a better angel/shape that fits inside the bus compartment. But it’s a little smaller in diam so I made a port matching (as close as possible) for better flow. The exhaust manifold, I probably going to use the AEF, its bigger in diam than 1,6 so will improve the performance. The downside is I must make a custom exhaust and blank off the EGR valve. Hopefully worth it in the end!
New water pump and thermostat is installed. New timing belt and tensioner etc. Changed flywheel to the 1,6 CS, new needlebearing (don’t forget!) new throw out bearing, new clutch kit. I used new bolts from FEBI to the flywheel, standard size. I took the backing plate from the 1,6 as it will fit the bus transmission better. Also needed to remove two upper studs from engine bolt holes, bolts straight thru will be used instead.
All sensor need to be taken from the old engine (good since I bought all these new awhile ago) like oil pressure, water temp, glow plug sensor etc. Waterflange in alu with sensor was taken from the 1,6 also. All waterlines and hoses to oil cooler etc was removed. Next up is changing oilpan to bus cast alu 1,6 CS. The oilfiller tube has to be removed and plugged, the servopump will be in the way. Will use the cap in the camcover instead. New alternator and servopump, waterpump pulley, idlerwheel and new fan belt is going to be installed next time. Also some new resistors and relays need to be added to the glow plug sensor and relay for coldstart etc.
Transmission have also been removed from the bus now, getting it ready for overhaul and difflock, new seals and shifter bushings. More about that soon…
Another really good page for AEF conversion is Colins write-up on Brick-Yard forum, here is the link: http://www.brick-yard.co.uk/forum/1-6cs-to-aef-engine-swap_topic52595.html
The old 1,6 CS diesel was a bit to slow in hills/highways (to the point it get dangerous in traffic). So it needed to go. I don’t going to race Lemans with the bus, I just want a more modern, stronger, cheap to drive (diesel) and most important RELIABLE engine that always work. First I was looking at a AAZ 1,6/9 Turbo engine but with a turbo it’s just another thing that can brake and these engines always runs much hotter. So I decided to go with a VAG 1,9 AEF engine, found in VW Polo, Golf, Audi and Skoda Felicia.
THE NEW ENGINE
I managed to find a really lowmilage 1,9 AEF diesel engine from a Skoda Felicia, year 2000. But it is not just to bolt this engine in the bus and drive, a lot of stuff need to be changed and parts from the 1,6 CS need to be re-used and modified. But its probably the easiest conversion you can choose, if your thinking of using a non standard engine in your VW T3 diesel bus.
While the engine is out I will also take out the transmission. And make a check up, change shifter couplings, linkage bushings and gaskets. Upgrade driveshafts to stronger, Porsche. Upgrade the differential with a difflock from Weddle Ind. In a standard “open” differential, torque is divided equally between the wheels. If one wheel slips and spins, only a fraction of the torque is utilized. The difflock eliminates this problem. Power will always be delivered to the wheel with the most traction to keep you moving instead of getting stuck, up to 100%. Then it we can do some serious off-roading 🙂
More to come soon! #vwt3overland