ShopTalk Forums | Aircooled VW Tech & Restoration Help

The throttle body of a 2.0 bus had those seals. The seals I have found that fit....are the seals that come from water cooled golf and jettas and go around the throwout bearing pushrod in the transmission. They are about $3 each at VW dealers. Ray

Yeah, I haven't been able to find any stock replacements. I'll look into those.

raygreenwood wrote:The throttle body of a 2.0 bus had those seals. The seals I have found that fit....are the seals that come from water cooled golf and jettas and go around the throwout bearing pushrod in the transmission. They are about $3 each at VW dealers. Ray

Yes Ray, I got this lead from you. Same part right?

020 main shaft with clutch pushrod seal inside


How did you install the 020 part since it has smaller OD than the 022 bus part?

Almost forgot about that.
yep..thats the seal...from the 020
Since the throttle shaft centers itself in the bore...I simply sprayed the outside of the seal with a dry film mold lubricant (silicone or Urethane based will not matter)...then pushed in a nice smooth bead of JB-weld around the seal edge. Cleaned it up nicely before drying.
Just for the heck of it I hooked the seal out to see if it would come loose or was in tight. It has nice thumb pressure ...press in tension on it. Ray

Installation of SDS EFI and Mallory ignition in the stock 1.7L is complete.


SDS tucked in stock location with fuel pump relay swapped. New harness passes through next to original. MAP sensor and new fuel regulator on MPS bracket. Promaster coil controlled by Hyfire CDI under rear seat.


Unilite distributor with vacuum advance feeding Magnacor wires.

The tin had to be "encouraged" to accept the Unilite. The cold start valve is also disconnected to make room for the vacuum pot.

SDS air temp sender mounted in the air cleaner. Stock auxiliary air regulator used for warm up air. Not shown is TPS on stock 1.7L throttle body.


Hyfire under seat with trigger wire routed under car away from main harness


With just a couple test drives, the system is tuned well enough to drive daily and fine tune further. By the time the 2L RAT kit arrives, I should know enough not to bomb it.

How do you like the ignition? The distributor is a no brainer. Great stuff. But how do you like the CDI? I almost forgot by looking at it that you have SDS now instead of D-jet. Ray

raygreenwood wrote:How do you like the ignition? The distributor is a no brainer. Great stuff. But how do you like the CDI? I almost forgot by looking at it that you have SDS now instead of D-jet. Ray

It's nice - stronger mid-range and revs higher. My tired tires are feeling the difference I've got it gapped to .047 and timed to 10 initial, 25 full mechanical, 42 total with vacuum. I'm really enjoying the 412 4-speed now and looking forward to more power from the 2L

Yeah...the 411/412 tranny has really nice gearing. With that tall final drive, one of my favorite things is blipping the gas in second while rounding a corner. It really goes. With the low end torque of the type 4....the 004 gearbox is some of teh best gearing I think I have seen in an acvw. Ray

Having no more than hacked on a Type 1 engine during college, it was very rewarding to assemble a engine with all the preparation work complete. Following along with Jake's video and filling in a few blanks using his web site, gave me confidence of a successful build. Again, this is a 2056-115 "914S" kit with extensive prep work.

With the prep work done by RAT, engine assembly was straightforward. However, the hybrid intake system I chose - 2L 914 intake runners, 2L bus plenum, and 412 fresh air intake - and relocated spark plugs of the 914 2L 3-stud heads added challenge.

Short block


Airy windage tray


Relocated spark plug holes in 1.7L sheet metal with access holes for checking torque of top head bolts


Other side showing elbow on head vent to clear SDS Engine Temp sender


CHT sender tab pocket routed into head with sender wire passing through capped original spark plug hole


Painted shroud and fan


Oil pressure sender relocation hose for Mallory Unilite using spark plug grommet and split hose for seal


Miss-alignment of 914 2L intake runners with 2L bus plenum


1-1/2 radiator hose bridging miss-alignment


With the 2L intake runners, the injector clamps interfered with the 1.7L side tin, so grinding was required


Minimal clearance between tin and injector clamps


The 2L bus plenum did not have AAR bracket, so the one from the 1.7L plenum was cut and added


2L bus throttle body with TPS adapter (larger 2L TB inlet requires modified 1.7L fresh air snorkel)


70Amp alternator from a late bus


Not sure if the neighbors approve, but a bit of gas added to the oily heater boxes and they are as good as new


412 boxes and bus thermostat, 021-119-159 Type 4 72-72.5 (65-70C)


Over the weekend, the engine was installed, started, and cam broken in. Gotta love that curing Curil smell, it's the closest thing to new car smell you'll get with a ACVW The maiden drive to work today was done with the RPM fuel values set on the lean side based on what I saw reving in the driveway. The lean fuel cutout function was activated so under load AFR was <14.7. The mixture knob was used to make on the fly adjustments and O2 logging of a 3rd gear WOT pull to about 4500 rpm recorded results to make adjustments for the drive home. With each drive to work, tuning will improve.

No leaks so far, satisfied with increase power in spite of limited tuning, and gratified by the build experience.

Thank you RAT and ShopTalkForum,
Bill

Sweet looking project! Ray

awesome engine dude

Wow, thats a great looking engine Bill!! Cool you have converted to fuel injection: it beats carbs all the way, especially when combinated with programmable ignition.
Have you noticed the reduced fuel consumption compared to carbs?

Cheers,

Robin

How's it going Robin!

Being a 412, the conversion was from D-Jet EFI to SDS EFI. Ignition was converted from Bosch to Mallory distributor. The bug still has carbs.

What I've noticed with the 2056 with SDS is:
* Quicker acceleration
* Smoother acceleration
* Higher revs
* More wheel spin
* Bigger grins
* First tank had same mileage as 1700 D-Jet - 18 mpg, city - with more spirited driving. I'm happy with it considering how much more fun the car is to drive. I'll get some extended freeway mileage in a couple weeks on my trip to Canada. Mileage should improve with break-in and further tuning.
* Compared to the stock 1700, where the standard SDS MAP fuel values resulted in good drivability, the new combo has required adjustments to the MAP fuel values to eliminate lean studder off throttle. With SDS it's easily programmed with a few button clicks while driving whereas D-Jet would have required more laborious adjustments of the MPS. The MAP adjustments have resulted in quicker throttle response and accelleration.

Take care,
Bill

Bill...........where ya going to

See you at the Great Canadian Show! See pm for contact info.