--- Eric Unrau wrote:
> All this talk about engine conversions got me
> wondering about the
> engines used in the current SA bus models.
> they be the perfect
> fit?

YESSS...YOU ARE CORRECT SIR!!
Eric, those SA engines ARE a perfect fit and ARE
avaliable in the USA,(for a price$$$) Ive got one, its
an in-line four, we call it a "Tiico" go to this site
and youll see the details.

http://www.tiico.com/

Phil 84' Westy Tiico "Millenium Falcon"
60' Morris Mini rally car1340CC
84' Westfalia Wolfsburg edition--FOR SALE-FOR SALE-SE
VENDE!!!!!!(Florida)
AC, PS, 4spd. Super clean interior, Captains chairs,
Rare removeable center bench seat for 6 passenger
capability. Body has some rusty seams
Rolling Chassis-(Has NO engine)-Perfect for a
conversion project!!! Tiico? Subaru?

> -----Original Message-----
> From: Vanagon Mailing List
> [mailto:vanagon@gerry.vanagon.com] On Behalf
> Of Frank Grunthaner
> Sent: March 5, 2002 8:51 PM
> To: vanagon@GERRY.VANAGON.COM
> Subject: CA Smog Legal Conversions/Facts
>
> There is a surprising amount of blither generated on
> the list in
> response to
> this reasonable query. I thought I would put out my
> obviously
> unprejudiced
> thoughts. Let us summarize the question as "What can
> I put in the rear
> of the
> Vanagon to provide alternative motive force while
> remaining registrable
> in
> the State of California without serious punitive
> costs or confiscation".
> The
> list of powerplant possibilities is limited but not
> negligible:
>
> 1. The first to come to mind would be the Kennedy
> sponsored Subaru 2.2L
> OBD1
> engine. Details and costs are well covered on the
> subaruvanagon list,
> and the
> pros and cons have been discussed, seldom blemished
> by facts, in the
> archives
> of this list.
>
> 2. Other Subaru derivatives such as the 2.5 L OBD2
> engine, the 6
> cylinder
> alternatives and several turbocharged units. The
> requirement is that the
> engine installed be previously sold and certified
> within the USA; it be
> of
> the same year or newer than the chassis in which the
> unit is installed;
> that
> all emissions components be present as were
> originally installed and
> that the
> functioning engine meet the emissions performance of
> the original
> certified
> vehicle. Obviously there is another corollary to
> this comment regarding
> engines older than the chassis, but compliance is
> probably beyond the
> financial resources of anyone asking this question.
> In the same vane,
> installing an ODB2 engine into the Vanagon will be a
> real challenge for
> the
> backyard (or garage) amateur. In each of these
> cases, the Kennedy CARB
> exemption will not apply, and the final conversion
> will have to go to
> the
> referee. (See the GD Archives for details).
>
> 3. The VW I-4 engines. These are installed largely
> using components from
> the
> Vanagon Diesel. Of these, the best (IMHO) are the 8V
> non-crossflow units
> as
> they will fit without impact to the engine cover and
> the interior. The
> best
> of these is the Audi 3A 2.0L engine (88-92)
> installed with either its
> CIS-E
> engine and fuel management or conversion to the
> digifant II injection
> system.
> I've always considered the CIS system a PITA to
> route, and a mechanical
> kluge
> as well. I believe the 3A intake will install with
> no body bashing, but
> I
> won't be certain for several weeks. The second best
> version is the 1.8L
> 8V
> Digifant engine (88-92), preferably with the Audi 3A
> exhaust manifold.
> The
> fuel system is far simpler than the CIS group. The
> last of these would
> be the
> 1.8L 8V CIS engines for reasons cited above. The
> requirement is that the
> engine installed be previously sold and certified
> within the USA; it be
> of
> the same year or newer than the chassis in which the
> unit is installed;
> that
> all emissions components be present as were
> originally installed and
> that the
> functioning engine meet the emissions performance of
> the original
> certified
> vehicle. In each of these cases, the final
> conversion will have to go to
> the
> referee. (See the GD Archives for details).
>
> 4. Another approach involves the 2.0L 8V VW ABA (93
> on) engine. This
> unit
> requires a Kennedy adapter to mount it in its
> orientation and will
> require a
> fabricated addition to the engine cover, etc, etc. I
> find the engine
> pricey
> but affordable, and the engine cover mods
> distasteful The requirement is
> that
> the engine installed be previously sold and
> certified within the USA; it
> be
> of the same year or newer than the chassis in which
> the unit is
> installed;
> that all emissions components be present as were
> originally installed
> and
> that the functioning engine meet the emissions
> performance of the
> original
> certified vehicle. In each of these cases, the final
> conversion will
> have to
> go to the referee. (See the GD Archives for
> details).
>
> 5). The VW 1.8T engine. Big pushup, requires Kennedy
> adapter, engine
> cover
> changes, probably is OBD2 and will trash any Vanagon
> transmission in
> short
> order. The requirement is that the engine installed
> be previously sold
> and
> certified within the USA; it be of the same year or
> newer than the
> chassis in
> which the unit is installed; that all emissions
> components be present as
> were
> originally installed and that the functioning engine
> meet the emissions
> performance of the original certified vehicle. In
> each of these cases,
> the
> final conversion will have to go to the referee.
> (See the GD Archives
> for
> details).
>
> 6). The VW VR6. Same comments as 5 above.
>
> 7). The VW/Audi I-5 engine. Reputedly hardy, long
> will probably have to
> work
> with Vanagon Projekt. Only CIS fuel management. I
> don't recommend it.
> Other
> comments as per 5.
>
> 8). Porsche variants, Mazda rotaries, Mazda I-4's,
> V6's, GM and Ford
>
=== message truncated ===

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