Aircooled VW South Africa

Still having issues with the Bay brakes, I removed the front flexible brake hoses and found them to be totally blocked.

Had some new ones made, and fitted them.

Also fitted new door pull's on the inside of the two cab doors,

Herman

Brake flex hoses can look good from the outside while it has collapsed internally. The internal diameter is something like 3.1mm, so I always replace all flex hoses when I first start working on an old car's brakes.

73type2 wrote: Tue Aug 06, 2019 9:18 am Brake flex hoses can look good from the outside while it has collapsed internally. The internal diameter is something like 3.1mm, so I always replace all flex hoses when I first start working on an old car's brakes.

You totally correct.

When I got the bay the PO had replaced the hoses, and it all worked fine.

Till it was parked for nearly a year with the body work and then the upholstery,

and in this time of no internal pressure the inside collapsed, and blocked the pipe.

I am sure it has to do with the seal swell agent that is introduced to brake fluid to prevent seals from crimping,

thus if it stands the inside of the pipe will swell unhindered.

Herman

So the Bay went out on her 1st outing since being dolled up.

Had her wash and dry , then a good fuel stop and off to the JKKK outing in Jefferys Bay

Was a nice sunny day and fun was had by all














Herman

Getting the bay ready for her next George show, and having to make sure all is packed.

Fridge deep, cycle battery, tent, camping gear, tool box, spares, Fastback...

Yes she will be "A" framing the Fastback down this year.

Not to happy with the G tec as I have a flatspot near top rev's, but we will see if we can sort it out before the run.

Will be doing some more settings on her before the trip to see if we can smooth her out.

Till then

Herman

Herman wrote: "Not to happy with the G tec as I have a flatspot near top rev's, but we will see if we can sort it out before the run."

Just a few thoughts...
Do you have vacuum advance connected?
AFR/ mixture ratios with your weber carbs. Are you sure its perfect? Not too lean somewhere in the curve?
Plug gaps, not a bit on the large side? 0.6mm max? (By the way the original points- ignition Porsce 911 6-cylinders of the early 60's and some others used tiny plug gaps, only around 0.4- 0.35mm to enable high rpm usage). But this only helps if mixture is'nt too lean somewhere in the curve.

Also- try a genuine black Bosch coil from a 70's vw. Secondary winding should be below 6000 ohms instead of over 10000 ohms of some blue coils.
Believe it or not, these have better high rpm capabilities than most blue coils.

The strange thing is that it ran perfect with the standard dizzy,

So without any adjustments anywhere I cut the lead for the condenser and fitted the G Tec .

Yes I have a Blue Bosch, had it on the STD dizzy system as well.

So not sure why it would do it now ???

Herman

Perhaps the g-tech has some minor built-in delay?
I would confirm/set timing at 3500 rpm, (or where-ever it reaches max advance). 30 degs vacuum disconnected.

Thanks Dawie,

Had already allocated the fault to the G Tec.........

As it was so instantly after fitting that the problem started.

Now with your confidence that it may be else wear, I started looking.

To make sure I did not miss an issue, I removed the dizzy and opened it on the bench.

To my horror, I found it has been sparking between the points arm and the center shaft.

Must have picked up dirt from some where and created a bridge.

Would seem that as the rev's when up it managed to spark across but at low rev's it did not.

striped out the entire dizzy, cleaned, oiled, greased and refitted new points and into the bus.

Set timing and now I have one good purring type 4......

So sorry to all G Tec fans for the language that was in my head ....

Herman

OK I have just copy/paste this post from an other forum, just to have this one complete.

So yes I got stuck into setting timing on the Aircooleds.

Now you may remember that I was not happy with the G Tec electronic timing system

Why you ask, well I landed up with a dead spot at max. rev's

Thought it was the dizzy, and reworked it and yes it did get better.

But on a long drive up a long hill, found it was still there.

There for the want to do timing.

After the setting, still there, so I sat down and inspected all parts with care, and low and behold, I found it.....

It was my rotor.

The sweeper contact on the edge was too short for the vacuum advance,

The incorrect one...



The correct one ..



so when it got to the high rev's with the mechanical advance, the spark could not reach the contact on the inside of the dizzy cap.

Opened my aircooled spares travel kit, and found the right rotor.

Problem solved.

Had a look at the Fleetline, and same problem, still had one, so thats also fixed.

But where do these incorrect ones come from, not sure if I inherited them over time, or where they in the incorrect box when bought.

So just something to look out for when next I stock up the spares traveling kit.

Till next time

Herman

Now this makes sense !!!! Youve' explained it that even I get it!! Will check on this,......not that I often get to MAX revs
Haans

As long as you are not blaming the gtech...

Well done on finding this. The two pictures do ring bells, so I’ll have to look through my boxes when I get home

Tony Z wrote: Fri Apr 17, 2020 1:54 pm As long as you are not blaming the gtech...

Well done on finding this. The two pictures do ring bells, so I’ll have to look through my boxes when I get home

Had anyone other then you sold me this unit, I would have sent it back long ago....

But its amazing that things show up coincidentally when a change is made.....

Herman

are things like this showing up because the engine runs better with the G-tech and thus you are reaching these higher revs that you couldnt before?
And thus blaming the new items instead of realizing that they are improving things to the point that you have reached the limits of other items?

Herman