Identify this engine rebuilder ?

[rockerarm]

Does anyone know who this engine rebuilder could be? Bought a Type 1 bus engine from local pic-a-part in So Cal. Case has an aluminum tag, 3" long by 3/8" tall, riveted where the OEM engine ID is. The tag has the following data on it- 5545 AD 367703.
This was started up on the ground with zero issues, but made a decission to dis-assemble it to assure bearings were ok and no future horror stories were looming ahead. This engine has had its oil pressure relief bore opened up for an oversize piston. The original piston is 16.0mm dia and 19mm long. The oversize piston is 17.0mm dia and 24mm long. It is using the OEM spring. The other piston/bore/spring are stock specs.
Do not know if this rebuilder is responsible for this but, as I dis-assembled the engine, the #1 main bearing thrust is loose in the case. The case has a cut thrust but bearing was about .010" loose with no sign of pounding. The bearing surface of #1,3,&4 bearings looked average but the #2 split main bearing was worn down to the copper backing. Rod and cam bearings looked like new. camshaft is worn and lifters pitted. Pistons/cylinders appear to have low miles on them. The heads have different casting numbers- (a genuine vw, 113-101-375A and a mexican, 043-101-375K). A rebuilder punched the number 984 into the flat area below the springs. They have fresh exhaust valves/guides. Intake guides are so-so and full of carbon on the backside of all the intake valves. The chambers have a small step-cut.
Bought engine from local pic-a-part for $200. Had Engine Machine Service straighten out the line bore/thrust cut for $180. Running around So Cal looking for the best deals on remaining bits/pieces to keep this project cheap. Had Web Cam regrind the cam/lifters. Boy there work looks GREAT. Gonna e-mail them and let them know if they sent me someone elses work 'cause this cam/lifters looks toooo nice.
I used to work at quite a few dealers/independent shops around So Cal and have seen this tag on other engines but never knew who the rebuilder/remanufacturer could be. Input very appreciated, Thanks in advance, Bill.

[jrandy]

Some of the most used up re-conned junk I have ever seen was inside of those cases with that tag.
I walk right past them in the wrecking yard.

There should be some little logo on that tag if it is the same builder.

[rockerarm]

No, I did not notice any logo on the tag. I will recheck when out in the garage later. I guess, I was lazy in buying this longblock. I was looking for a simple, relatively inexpensive fix to get my '71 bus back on the road. This engine was in a So Cal pic-a-part and while it was missing the fan shroud, generator, ignition, and entire fuel system, I thought I would take a chance on it. I will keep all posted on this project. Thx, Bill

[jrandy]

There may be more than one builder using those tags.

If it runs, it runs.

Otherwise, you would need to tear it down to find out what you have.

[Marc]

...The tag has the following data on it- 5545 AD 367703...

It's an "ATK" (that's the name of the US outfit that distributes them here, they're actually built in the Netherlands by a company called Vege Motoren. The "AD" in their engine ID number is borrowed from the VW designation for the 65 SAE HP 1600DP sold in Europe from `71-`73; the original case ID could be AD, AE, AF, AB, etc.
Generally they're put together well enough to outlive the warranty, but attention to detail (rockerarm geometry, for example) is almost nonexistent. They're better than, say, GEX, but like all long-block-mill motors they're built to a price point - in order to make any profit corners are cut in the quality of both parts and labor - case in point, the sloppy linebore work on yours. There's nothing wrong with machining the oil plunger bore if it's damaged, but going a full millimeter probably wasn't needed. I'm concerned about the length of the piston though, dual-relief cases should have two short ones. There was a stock longer, slotted piston that was an aberration found in early single-relief Type III 1500S engines; similar ones were sold by the thousands in aftermarket "high-pressure" kits. They do almost nothing other than delay oil warmup, expose the cooler to higher pressure on a cold engine, and lighten the wallet. Hard to say where Vege Motoren came up with yours, they probably found something rolling around on the floor and massacred the case to make it fit. Is it in the bore near the pump or the one at the flywheel end?

[rockerarm]

thanks Marc. I have not heard the name ATK in quite a few years. That company used to get quite a bit of respect back in my VW mechanic days. Not to dis them but really, who knows who has been inside this engine since they put it together. The oversize oil relief piston in question is at the oil pump side. If when it is back together, I feel that the length is an issue, I can easily have it trimed down to the length of the original piston. I know I have seen quite a bit of talk on the VW forums about the purpose of the oil relief circuit to include the use of heavy oils that may cause hotter oil.
jrandy- I strongly considered just running it but the cost of something breaking or pre mature wearing out, plus my kid blew up the previous engine swayed my decision to tear in to it and see what condition it is. Of course my son is the one doing all of the dirty labor out in the garage while it is currently 95-105 degrees out here in the San fernando Valley of Los Angeles, HE-HE !!
Because of funds, this is a low-buck rebuild, but it already up to about $600.00, including the purchase cost of the engine. Will be spending some dollars on minor upgrades to include double thrust cam bearings, HD single springs, .030/.060 shims under the springs, and HD gland nut. A couple of swap meet parts will be a 1 1/2 qt sump and full flow oil system. Stumbled onto a new local guy who is offering some nice repairs/improvemens to the Kadrons that I have run previously. His site is Kaddieshack.com I believe.
Thanks for the feedback, will keep you posted, Bill

[PEPPE]

i've dismantled many vege engines. linebore are usually correct, or at least decent. sometimes they use spacers to get correct thrust cut. about the long plungers, they use sometimes 2nd oversize, since some vw rebuilt engines get them in 0.20'' oversize.
i' ve seen that the lenght of the plunger is related to the fact that they also deepen the seating of the plungers.
did you notice that often them have custom undersize brass gear to clear for deep shaving of the case mating surface?
they often have widely welded old heads, with large od seats and rethreaded plug hole.
some cases have the surface of sump rewelded and flanges on sides to repair for 6mm damaged threads.

vege are creative... but their work is not usually too crappy

[rockerarm]

PEPPE, did you say spacers to get the correct thrust cut?? While i am no machinist, I would have ventured to guess that the flywheel side of the thrust would just need to be cut to remove the lip, to a pre-determined width, then the new #1 main bearing, with oversize thrust is then chucked up into a lathe and cut to the new thrust, with proper interference fit.
I will measure the depth of the oil pressure bore and compare it with a known case that has the stock, oem, piston.
what did you mean by "custom undersize brass gear to clear for deep shaving of case mating surface" ?? Do you mean the brass gear on the crank that engages the distributor drive gear?
And oh yeah, these heads are welded. Not as bad as I've seen elsewhere butI am gonna run em and keep an eye out.
Again, thanks, Bill

[PEPPE]

yes, they also use the oversize thrust. but sometimes, to avoid increasing the OD of the beaing to achieve for example 20.7mm thrust, causing to use a 1.5 OD bearing, they use a spacer so that they can use a normal 0.50mm OD bearing and cut less from the case.

sometimes they need thrust correction because the cut the sealing surface, and can reuse STD bearing.
since STD bearing with thrust are not produced by most bearign manufacturers, they space the case and use a STD thrust bearing.

the custom brass gear is used because they machine the mating surface beyond the recommendation of VW and to get a correct meshing of the distributors gears, a new undersize gear have to be used.