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Post by Volktales on May 20, 2017 19:23:45 GMT -8
I talked some time ago about getting a parts list together but never got "a round tuit". Well finding a long lost picture on the hard drive changes things...  First you need a 2 litre...  Then you need the parts shown above... |
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Post by Volktales on May 20, 2017 20:03:40 GMT -8
Obviously the complete engine is required for this conversion. The airflow meter and associated EFI components including various hoses and wiring harness, computer, etc. will be required for the install. You also need to cut an airflow meter mounting bracket from a scrap bus and weld or screw it in place in your bus. You will have to cut a hole in the body for the computer. My 1974 already had the pressing in the panel which showed the required location. The correct fuel pump will have to be mounted and this is were things can get tricky. Late buses have the fuel pump underneath, and very close to the transmission on the drivers side. Earlier models have a reinforcement bracket in this location, so a pump cannot be directly installed there. 1975 fuel injected busses had the pump mounted farther forward ahead of the trans on the left side. This is were I installed it on my 1974. This requires much longer fuel hoses, and is likely the reason why VW altered this design.
Another thing to consider is the throttle cable. The hole the cable passes through in the front cooling tin is different between carbureted and injection. 1973 and 1974 versions are somewhat close and many have fudged them. 1972 is very different however. I used the matching transmission support mount as shown in the picture to allow everything to line up just right. Also use the fuel injection throttle cable, AND make sure you change the throttle pedal linkage at the same time (they are different, and you won't get full throttle without the right parts).
Replacing the fuel tank is the right thing to do as well, because you need a second return spigot for the fuel injection. I have seen one conversion where they used one of the fuel tank breather lines for this purpose, but this is not recommended. The later tank is a direct fit for '74's, the '72's need some modification to the breather system, not sure on '73's.
One other thing to note is the 2 litre flywheel/clutch is NOT compatible with the 1700/1800 trans bell housing. You could swap the complete clutch and flywheel for earlier parts (not recommended), change the bellhousing to 2 litre size, or better yet get a six rib trans with the correct gearing for your new 2 litre (this makes a big difference). As you can see, the best option would be to get all of these parts from a scrap bus at the same time. That is what I did and certainly did not look back.
These dual carbed busses ALWAYS smell a bit like fuel as evaporation occurs from the float bowls when they sit. Fuel injection does not, and this makes me happier. If anyone has questions on these fuel injection conversions, please ask...
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Post by PICTUP on May 21, 2017 8:08:04 GMT -8
Great write-up Russ. Glad the Riv came with FI stock  |
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Post by Wongai on May 23, 2017 7:31:48 GMT -8
This is awesome Russ. Thanks for making it happen. I plan on going back to FI on my 74. The engine is actually a 81-83 vanagon motor, so it only seems right to rock the FI.
Clay has set aside some FI parts for me so I can now use your photo to figure out what I have and what I need.
Regarding the fuel smell and carbs, this is the most repeated complaint my wife has about my VWs. Not the only complaint, just the most reiterated complaint. I look forward to it being off the list.
Thanks again man!
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Post by CrazyBrit on May 23, 2017 10:39:18 GMT -8
I'm glad that it's not just my wife that complains about VW's!
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