That’s great to hear they aren’t flappy. The looks deceived. Always good to ask the seemingly silliest of questions. Sent from my iPhone using Tapatalk
If you mean Gene Berg’s bimetallic bodgy jobby, the temperature will have been set for a Beetle. On a van, your oil light will be constantly flashing on and off.
Dipstick. Time to order, so I can see the size of it and how I might neatly get the wires out the engine bay. [Those who saw my latest chassis photos will note I won’t have to drill any holes, as there are plenty already there, to pass conduit through.] So, just a confirmation. This one: I did stumble upon an alternative, but this one seemed to be correct. A few other updates and discoveries to disclose, with regards the engine, in due course. Thanks Sent from my iPhone using Tapatalk
Dunno what engine you have but they're different for T1 and T4 engines. You're better off buying the sender and guage as a package - no chance of them being mis-matched.... Been there - done that I bought a kit from JK after much messing around trying to save a few quid ... Sent from my SM-G960F using Tapatalk
Doh, poor you. I try to learn from the mistakes of others...then make my own for others to learn from. VWH state it as a VDO for Type 1, 1600 (what i’ve got). Already have a VDO gauge (says works with most sensors). So it should be right. This can also be used on a Type 4 (adjustable), but not 1700-2000cc engines. C or F temperatures. That’s pretty much all the info out there, apart from differing descriptive dimensions (adjustable to 335mm, 41cm long). Sent from my iPhone using Tapatalk
Ah yes, that is the longer one! I was just reading the thread on my phone & glimpsing at the screen grab above thought that was the shorter stubby one I've seen available. 41cm sounds right to me
A decent solution is a length of 7 core trailer cable running from front to back…. I think I’ve got the switched leisure battery feed for the stereo, the dipstick temp sender, and possibly something else on mine so far, with still a couple of wires yet to be used. Keeps it tidy.
You realise there are at least four different combinations of sensors and gauges.. dont be 100% sure .. https://www.hambleonline.co.uk/vowo14/TemperatureResistanceChart(1).pdf
It’s not made easy by websites providing very little information. I think, at the time of looking in to these (a while ago now), the gauge I chose (VDO SingleViu) matched what the JK kit likely included (VDO Cockpit Vision). JK don’t state what components comprise the package and I couldn’t find the dipstick on any official VDO websites. The VDO V323081 dipstick seemed to be the most likely one included in the kit. So if this is what folk are using, then theoretically (not 100% sure now ) it will work with my gauge. Sent from my iPhone using Tapatalk
Ha ha where is the person that comes with it? Or is that the latest dipstick temperature sensor - similar size. Engine in first. Gauges & Malpassi on from the start. First drive is straight to the welder. Sent from my iPhone using Tapatalk
I don't mind admitting defeat , the guages can be had for a few quid on eBay - you could get lucky ... I bought three and couldn't get any to match the sender . Oh , and yes , long dipstick for the 1600 Sent from my SM-G960F using Tapatalk
The latest disappointing discovery: Crank Pulley. Looks like I have an Empi Power Pulley (on since purchase but not picked up on by the engine builder). Good for power. Bad for cooling and alternator output. Cooling being the biggest concern but we’ve (you’ve, to be accurate) made great changes to aid this. Not only that but the incorrect belt is fitted. It’s 0.5mm wider and 60mm longer than what is recommended for the pulley. Fortunately it still seems have been a snug fit. Amazing this engine lasted 4k miles before being botched. Another decision to make. What size would be right? Research suggests the 175 would be a happy medium (literally). According to a boffin on Volkzone, later AS cases (mine) and FI engines had the Velocity Ring fitted (which i’m adding), so with the extra cooling provided the pulley size was dropped down from the 180 that became standard on DP for improved cooling in the absence of the ring; so power wasn’t compromised. 180 is hard (borderline impossible) to source and gets mighty close to the unions from the Oil Pump to Oil Filter. Also possible diminishing returns @ 4,000-4,500rpm and potentially problematic in that range. 175 will fit with no fret nor fuss. Easily sourced. Will maintain some power and alternator output without compromising cooling too much. How does that all sound to you guys? On the plus side the alternator pulley is a balanced original. Yay. This engine likely came from a Bug, with no thought given to it for a Bay. Sent from my iPhone using Tapatalk
You're over thinking this massively ... I had a rebuilt engine that overheated and went down various routes to sort out - too many to mention here ! My suggestion would be to run with what you have at the moment and see what you need to address, if anything. I believe the empi crank pulley is about 175mm , stock is 170 so you're already on a winner Don't believe all the crap on t'internet , work with what you have and go from there would be my tuppenceworth.... Oh , and get that welding done first ... Sent from my SM-G960F using Tapatalk
