In a message dated 9/12/04 10:11:16 PM, guskersthecat@YAHOO.COM writes:

> After two years and lots of "fun", I'm finally wrapping up my 90
> Westfalia conversion. It is an I4 conversion, using an audi 2 litre block
> and jetta management.
> 
> This list has been indispensable as a reference in dealing with issues as
> they arose.� Alistar Bell's website and Frank Grunthaler's collection of
> posts stand out as particulary helpful in my project.� Thanks for your
> efforts.
> 
> I've tried to provide some of the details that I had trouble digging up
> during my conversion as well as advice for the person contemplating the
> same path.� There are sections on all aspects of the conversion including
> before/after/ongoing performance testing, and air fuel tuning.� I've added
> some video to the site in the exhaust section with more to come.
> 
> This week's project will be modifying the transmission shift points and
> then doing performance testing to compare. � I'll post some video of this.
> 
> Enjoy, and let me know what you think.
> 
> The site:
> 
> http://my.tbaytel.net/guskers/
> 
Dennis,

Just got back from more east coast travel and got a chance to view your site. 
Excellent work! A very positive uplifting of the discourse here on the 
Vanagon list. The site and your careful attention to detail is refreshing. I was 
also pleased to see your reference to Alistair Bell's site as well.

But for a few comments:

As you may well know, I have stayed with the Audi 3A head and modified the 
fuel injection system to accept the Bosch LH-Jetronic system, as I build the 
turbo system. I found the flow on the 3A head to be impressively better than the 
digifant head (don't have access to the numbers as I peck away here). I recall 
numbers in the 10 to 12% range stock and around 30% after modest polishing if 
the intake manifold and the entry ports. I also did some port matching and 
added a 3/8 inch fiberglas/epoxy thermal spacer to shift the manifold out a bit. 
I also fitted the G60 throttle body to the end of the manifold, but my flow 
numbers were taken before attaching the throttle body. I also noticed 
significantly more body sidewall clearance with the 3A manifold as compared to the RV 
unit I often use. Finally, I used the cold start injector port on the 3A 
manifold for my water injection system.

On the oil pan/pump/windage tray issues, I have now modified the original 3A 
oil pump inlet pipe to fit the diesel pan. Works very well. Nonetheless, I was 
dissatisfied with the level of oil control with the combo of new pump inlet 
and windage tray with diesel oil pan. I tested the setup on my RV engine in the 
vanagon and there were several sharp pressure drops particularly when braking 
and starting up. I therefore designed an anti-sloshing baffle system for the 
diesel pan. It connects with (rests against with a viton seal) the stock VW 
windage tray. It forms a full sheet cover of the oil resting about 3 mm below 
the dynamic oil level at idle and has directed trap door flow to the oil pump 
pickup. The major oil return from the windage tray is sent into the baffled 
well. I have put the system together with high temp double locked bolts mounted to 
the cast rails already formed into the pan. It turns out that the interface 
to the windage tray is rather complex in shape. I'll soon have photos available 
and a CAD drawing for my system. Should others want to duplicate the setup, 
some fitting may be required. As I mentioned before, I also added an oil level 
monitor to the central area of the pan and a new oil inlet connection to keep 
the diesel oil fill port. 

Finally, I must say that your success with the automatic has me wondering 
again!

Frank Grunthaner