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Old 08-01-2004, 00:30
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Tjaap Tjaap is offline
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This is off of the gowesty.com website. Good general info. Enjoy !!

BUS CAMPERS
1968-1979 VW campers were VW Type2 Bus: These models were also referred to as the "Bay window Bus", or “Bread-loaf
Bus”, or simply “VW Bus” Westfalia campers. A nice
used example will run between $2500 and $4500. A totally restored one costs about $15,000 to $20,000.

1968-1971: These are VW Buses fitted with a 1600cc VW "upright" type 1 engine. Year models 1968-1970 were basically
the same. The 1971 is special because it has a
"dual port" engine (about a whopping 58 hp instead of about 50 hp), and front power assisted disc brakes. You can
spot this year right off the bat because they have
the more common narrow 112mm bolt-pattern road wheel used all the way through 1991. The earlier Buses (1970 and
older) have the old VW wide-pattern 5-bolt wheel. Other
than that, they look pretty much the same as the 68-70.

1972-1979: You can spot a 1972 and newer bus easily by the larger, tall narrow tail lights, as opposed to the small
oval-like tail lights used from about 1960 to 1971.
These years are fitted with the VW "pancake" type 4 engine. These buses are commonly referred to as the
"Porsche-powered" Bus because it has the same engine that was
used in the Porsche 914 from 1970-1976. However, the truth is that the 914 Porsche was VW powered, not the other
way around. Funny how rumors get started.... The 1972
and 1973 models were 1700cc with dual carburetors, the 1974 was 1800cc with dual carbs, the 1975 was 1800cc with
"EFI" (E.lectronic F.uel I.njection), and the
1976-1979 were 2000cc EFI's. The pop-top on the Bus Westy changed in 1974 from a front-tipping roof to a
rear-flipping roof (like all Vanagon Westy’s have). As a rule
of thumb, the newest Bus Westy is the best. The 1979 model is the best one. It is the only Bus that came with
electronic fuel injection with lambda (oxygen sensor)
controlled mixture, electronic ignition, and hydraulic valves all in the same vehicle (California models only).


VW VANAGON CAMPERS
1980-1991 VW campers were VW Vanagon Westfalia campers. The interior layout in the Vanagon camper, unlike the VW
Bus, which changed many times, stayed essentially the
same throughout the years. The cabinets of the earliest Vanagon Westy’s were fake wood-grain, the seats were a
funky striped design, and all the wall and ceiling
covering was a thin contact paper-like material that would fall off. Around 1984 the cabinet finish changed to a
soft tan color, the fabric changed to a more subdued
and extremely durable tan fabric, and the funky and unreliable contact paper was replaced with a much more
attractive and durable material. This interior scheme stayed
in effect through 1986 and in 1987 the interior color changed to gray and remained a very high quality. All 87-91
camper interiors are almost identical. In 1989 the
closet door was shortened so it could be open with the rear table in the stowed position. In 1990 the refrigerator
was changed to an electric start type, but that’s
about it. In 1985, 1986, and 1987 there was a special Westfalia Wolsfburg Weekender offered. These models have the
same pop-top as the full camper, but instead of the
frig/stove/sink assembly, it has a flip-up table instead and one rear-facing seat behind the driver. A very similar
set-up was offered again in 1990 and 1991 and was
called the Westfalia Multi-Van (later offered on the Eurovan platform as well). The inside set-up of the MV model
was almost identical to the Wolfsburg Weekender,
except it had two rear-facing seats behind each of the front seats, both of which were quick-release for easy
removal. The 90/91 Multi-Vans (or “MV’s) are essentially
a Carat seven-passenger Vanagon model with the Westfalia pop-top, and are probably most sought-after and valuable
two wheel drive Vanagons ever made. Whereas the
appearance of the Vanagon changed very little over the 12 years it was offered, mechanically they changed
profoundly:

1980-1983: The Vanagon was introduced in 1980 with the same 2000cc EFI engine that was used in the last of the
Buses. These air cooled Vanagons, although a great
improvement over their Bus predecessors, are the worst of the Vanagons. The 2000cc air cooled engine was simply not
up to the task of pushing around an even bigger,
heavier box. Typical engine life is about 90,000 miles. Additionally, the first stab at the 4-speed shifter system
was a complete failure and was totally re-designed
with the introduction of the gasoline water-cooled model in late 1983. A good example of one of these Westy’s will
run between $5000 and $7500

1982-1983 Diesel powered Vanagon: VW offered the Vanagon with the VW Rabbit water-cooled diesel engine for two
(thank god) short years. Now, we at GoWesty love
diesel-powered vehicles don’t get me wrong. I own five diesel-powered vehicles, three of them VW's. However, what
the hell was VW thinking when they put a 48hp 1600cc
non-turbo diesel engine into this vehicle? It is simply amazing. We have converted six of these vehicles to the
larger, stouter 1900cc turbo-diesel power plant with
great success. They are strong running, and produce about 30% better fuel economy than a typical gasoline powered
Vanagon. However, these vehicles have many of the
shortcomings of all the older Vanagons (the shifter system for example), and the cost and trouble of converting one
of these to the newer turbo diesel power plant is
formidable. A nice Diesel westy with a 1.9 turbo engine will run between $15,000 and $25,000

1983-1985: The Vanagon was introduced in year model 1983 with a water-cooled "Wasserboxer" or "Waterboxer" (for all
of us English-speaking folk) engine in North
America. These first water boxer engines were 1900cc and had “Digijet” EFI. The basic design of the Waterboxer is
solid. It was the culmination of some 40 years of
experience VW had with the horizontally opposed, four-cylinder engine design. The Waterboxer is basically made in
the same external dimensions as a VW Type 1 engine,
with the internal displacement and main bearing design of the Type 4 engine, and water (instead of air) cooled. The
first waterboxer Vanagons had many problems with
the cooling system. First of all, VW didn’t realize until about two years into production that there was a problem
with the phosphate in the coolant they were using.
The wrong coolant formula caused the cylinder heads to corrode rapidly at the area where the water-jacket rubber
seal (often incorrectly referred to as the “head
gasket”) and cylinder head come into contact. Most engines were leaking coolant within the first couple of years,
or about 40,000 miles. This stigma has plagued the
Waterboxer design ever since, even thought the problem was essentially solved early on. With care given to using a
non-phosphate coolant, and regular 2-year flushing
of the system, there is absolutely no problem whatsoever. We have seen Waterboxer Vanagons with up to 290,000 miles
come into our shop completely original, the engines
never having been disassembled. The rest of the problems with the cooling system were solved with the introduction
of the 1986 2100cc Vanagon. You can pick up a good
used 83-85 Westy for between $5000 and $10,000.

1986-1991: These are the best of the Vanagons. They are easily identified by their rectangular (instead of round)
headlights. The ‘86 and ‘87’s had smaller steel
bumpers, the ‘88-‘91’s had larger fiberglass bumpers and an added ventilation duct at the rear of each of the rear
side windows. Many people think that these Vanagons
were better because of the increase in displacement from 1900cc to 2100cc, but in fact this was the least important
change. Indeed, the two engines are essentially
identical in construction and design, with the exception of a longer stroke crankshaft (74mm instead of 69mm,
increasing displacement to 2110cc instead of 1915cc), and
an improved #1 main bearing design. The more important changes were: Improved exhaust, ignition, fuel injection
(Digifant), brakes, and (most importantly) COOLING
systems. The cooling system was COMPLETELY re-worked for 1986 and stayed basically unchanged through the end of
1991 production. The new cooling system had fewer
parts, and was much easier to bleed and maintain than the earlier system. Furthermore, the newer engine case with
the better #1 main bearing design was also slightly
bigger inside enabling the displacement to be increased even further than 2110cc. But, that’s another story…click
here to read it. As a rule of thumb, I tell folks to
stay away from Vanagons with round headlights. The price difference between a clean 1985 camper and a 1986 camper
is usually small, whereas the later is a much better
vehicle indeed. Nice ‘86-‘87 Westy’s run about $12-18k, ‘88-‘89’s run about $14-20k, and ‘90-‘91’s run about
$16-24k

1986-1991 Syncro (4WD) Vanagon: VW offered the Vanagon in a full time all wheel drive version called the Syncro. It
was offered in passenger van, Weekender, and Camper
versions (but not the in MV). These models all command a much higher price tag. These all wheel drive Vanagons are
way cool, but way expensive not only to purchase,
but to maintain as well. They cost $5,000 and $10,000 more than the exact same non-syncro vehicle to purchase, and
EVERYTHING about them is more difficult and
expensive to repair. My advice is to stay away from the Syncro unless you REALLY want all wheel drive, and the word
BUDGET is NOT part of your vocabulary.


VW EUROVAN CAMPERS
1993-2003 VW vans are Eurovan models. Eurovan production started in 1992 in Europe. It was introduced in the USA as
a 1993 model as a passenger van and weekender with
and without the pop-top. All Eurovan full campers sold in the USA are Winnebago conversions, not Westfalia.

1993-1994: The only VW pop-top models offered in the USA in 1993 and 1994 was the Westfalia Weekender Multi-Van
(MV). These vehicles were the same as the regular
passenger vans, except they had an interior and pop-top installed by Westfalia. However, these were weekenders,
without sink, frig, or stove. They had two rear-facing
seats, one fixed seat behind the driver with a slide-out electric cooler under it on pop-top versions only, and the
other behind the passenger seat that is easily
removable (both removable on the non-pop-top version). The venerable VW/Audi inline 5-cylinder 140 hp engine
powered all the 1993-1994 models. This is the same engine
that was used in the Audi 5000 since about 1977. They were available in either 5-speed manual or 4 speed
electronically controlled automatic. This set-up was
discontinued in 1995 and re-introduced in 1997 with a V6 and made basically unchanged through end of production in
2003. The V6 was not offered as a 5-speed manual.

1995-1996: The first full-campers were available in the USA starting in 1995, and were Winnebago camper
conversions. The full camper version of the Eurovan is based on
an extended delivery-van version about one foot longer than the regular Eurovan. They were delivered to Winnebago
basically bare inside, but fully loaded with all
creature comfort options (AC, cruise, power everything). Winnebago then converted them to a pop-top camper. These
early Winnie campers had the same power plant as the
93/94 regular Eurovan models, 5-cylinder in-line engine with 5-speed or AT.

1997-2000: In 1997 VW switched to the 180 HP “VR6” V6 and dropped the 5-speed option. This new engine was just as
reliable. The interior fabric pattern although still
basically gray, changed from a thin-stripped arrangement to little triangles, and changed again in 2000 to a
circular pattern. Some other interior refinements were
made, and dual air bags became standard. However, the glove box disappeared.

2001-2003: In 2001 the VR6 jumped in HP to 201 and just as reliable as the one it replaced. The 15-inch road wheel
was replaced with a 16-inch wheel, and the brakes
were improved. Other than that, it didn’t change noticeably.

The Achilles heel of the Eurovan is the Automatic transmission. All years of the Eurovan with the Automatic have
proven to be potentially problematic. Almost all
automatic transmissions, foreign and domestic are electronically controlled after about 1990, and the Eurovan is no
exception. The term “electronically controlled”
means there is a computer, wiring, and electric solenoids involved telling the transmission when to shift, and into
which gear. There are two problems with
electronically controlled transmissions. The first is that if the computer or electrical system screws up and tells
it to do the wrong shift and the wrong time often
enough, the trans life is seriously reduced. The other is, because of their complicated design, quality control is
extremely critical. It is pitifully common to have
the AT on a Eurovan completely fail at 70, 60, or even 50K miles! Failures come often without warning, leaving
folks stranded.

Now the good news: The design of the Eurovan AT is basically very solid. All of the failures that we have seen have
been quality control related. A bad connection, a
loose roll pin, something seemingly inconsequential “brings the whole house down”. Many of our customers have opted
to have their transmission gone through before it
fails as an extra measure of insurance, and save money and potential inconvenience. You can expect to pay $5,000 to
$6,000 and have to wait a week for a rebuilt
transmission installed in a Eurovan if you go to the wrong place, in the middle of nowhere. GoWesty stocks rebuilt
transmissions at great savings and can ship anywhere
in the country, usually the same day.

However, we have taken Eurovan automatic transmissions apart with over 100k miles on them that were working fine as
a preemptive measure, only to find they were not
even 50% worn! The bottom line is this: If a Eurovan transmission makes it past the first 70k miles or so without a
failure, chances are it will go the distance
without failure. Besides, a transmission failure is almost always proceeded by debris in the oil pan, which is
clearly evident during a trans service.
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  #2  
Old 08-01-2004, 17:38
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Christiaan Christiaan is offline
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pfff....kun je dat niet even kort samenvatten??
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  #3  
Old 08-01-2004, 17:44
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dit is de samenvatting
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Old 08-01-2004, 18:27
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