Madalynn and I drove down to Fresno this time.  She dropped me off and I got some visiting time in before checking out what the mail had brought.

My main mission for this weekend was to drop the engine and prep for removing tar.  On the way Madalynn and I picked up some xylene to help removing it.  Quite a few boxes arrived.  One big one from Wolfsburg West with a complete stock exhaust setup.  Another flat box, which was the decklid I found.  It’s in pretty bad shape.  A couple of drill holes that should be easy to fill, but a medium sided dull dent, which is probably a bit harder to get out.  A tach/dwell from a store on Amazon and a small box from Wolfgang Int with slave cylinders and reduction box gaskets.

So first things first I needed to finish testing from two weeks before when a bad sound started coming from the engine.  I removed the engine tin and fired it up.  There still was the sound.  My dad and I tried a few different variables and found that it’s loudest at low rpms and sort of evens out as it revs up.

Since it isn’t a simple problem I’ll need to have it checked out and after a little food I decided to pull off the old muffler and prep for tomorrow.  The bus came with a peashooter bug muffler and I ordered the entire bus setup to replace it.  Taking off the peashooter pipes it was obvious that the engine was running rich by the thick layer of black soot inside.  The muffler itself was pretty rusty and I’d like to find a good paint to ensure the new parts I bought will hold up.  In unbolting the manifold’s passenger side top bolts one twisted apart like butter.  Luckily the bolt snapped off in the old muffler instead of the manifold, so it wasn’t too big of a deal.

Once the muffler was off it was cool to look at the push rod tubes more directly.  The rear most passenger side tube is actually patched by the previous owner.  The patch is a hunk of rubber that is held on by a hose clamp.  A bunch of oil had sprayed every were and it’s been slowly leaking.since it’s at my Dad’s house.  Pretty amasing that he ran it that way.

Woke up late as per my normal Sunday routine.  I got up and ate some pancakes and made arrangements with my Dad to buy a replacement battery and some oil.  I bought my return ticket online and researched a bit settling on a battery with terminals on top as well as using 15w/40 oil. I also found a tack – dwell meter for $24 on Amazon.  We set out to get him a fishing license and me the battery and oil.  We headed over to Sebring and grabbed the oil and battery.  We took a while at Big5 for the fishing license and window shopping before heading back home.

At home I set the gaps on the new bosch spark plugs between 0.025″ and 0.028″.  Looking at the engine tin I decided to clean it up.  Using some carb cleaner as a degreaser I scrubbed off the muck and a lot of the paint has been burned off in places that’ll need redoing.  It’ll be nice to media blast and repaint the engine tin along with the rest
of the engine compartment.  It’s the tar of the engine compartment that scares me.

I fit the spark plugs hand tight with enough tugging of a socket wrench to seat the gaskets and got the plug wires + seals back on.  Fit the engine tin back on, rear apron, air cleaner, and fired it up.  It had a hard time starting and idling.  The starter was turning good and it would start, but there was a wailing sound coming from the engine
compartment.   After reving it a bit it would idle and I pulled the tin away from the crank pulley and the engine seems to rev a bit more, but the sound didn’t go away.  Tugged on the shroud like I saw VolksFire when his bug was making a strange sound and no effect, so it seems like it isn’t coming from the fan.  When I put my head in the compartment it sounds louder in some places than others.  Putting my head under the rear of the car the found is very muffled.  It could be the generator belt or the engine tin rubbing, so I considered pulling the engine tin again, but my time was getting low and I wasn’t looking
for a repeat of missing the train like last time.

I cleaned up, took a shower, grabbed some dinner and a beer and jumped on the train.  I’m planning on coming back in two weeks to finish up.

Woke up at my usual time and wanted to investigate a mystery I had been wondering about.  In identifying the bus of this year there are three critical pieces of info in the engine compartment (engine number, VIN number, and Chassis plate) and one in the cab (m-plate).  There is also a chassis number in the cab, but that only was used
internally to vw and doesn’t line up with the VIN number at all.  So these data points can be used to ensure that a bus is not hacked togeather from a bunch of different bus’ or a covered up stolen bus.  So far I’d found and decoded the m-plate (see the first post on this blog), found the vin number that is stamped just to the right of the engine where the apron
meets the chassis and found that the engine number doesn’t exist on the replacement case that my engine has.

The only one of these datapoints that should be there that I hadn’t seen was the Chassis plate.  For a 1963 it should on the right side of the engine compartment bulkhead.  In photos of my bus’ engine compartment I looked around this area and only saw the voltage regulator.  I looked on other bus’ and saw that their voltage regulator was put more to the right (closer to the wheel well) than mine.  When going to bus fest I talked with VolksFire and looked over a lot of this 1960 panel (the shasta rollover bus) and saw that his was missing the chassis plate and so I was wondering if mine could be missing as well.  On the train ride down to Fresno I read quite a few chapters out of the Idiot’s guide and saw that he lists the voltage regulator as being either on top of the generator or placed in the engine compartment.  Seeing this I grabbed my photos again and looked to find the ones of the spare parts that the previous owner had in the bus, one of which was the old generator.  The photo shows the original voltage regulator on it, so now I know why mine has a different placement.  The real question was why did they mount it where the chassis plate was?

Looking in the bus near this area with my head lamp on I didn’t see anything like the chassis plate.  Behind the voltage regulator was black paint and there was an odd backing plate under this paint, but I should be able to see some lettering through the paint and I couldn’t see much of anything.  I got out the right sized ratchet to pull the
grounding strap, then the right size to pull the voltage regulator and
behind the voltage regulator was indeed some sort of plate.  Using a
screwdriver I was able to remove the plate and it was indeed the chassis plate covered not with paint, but some sort of thick tar substance.

My Dad had some goof off (paint remover) and steel wool that I used to uncover the details on the chassis plate.  It took a suprising amount of elbow grease to get the tar stuff off, but the plate did clean up nice with only one sheet metal screw drilled through it.

My goal beyond researching this plate was to do a full 3,000 mile tune up.  I had read the chapter for the tune up the night before on the train, so it was still fresh in my mind.  I also made a list of different parts that we’d need, so a trip to Sebring West was in order.  We pulled a spark plug as well as a bad 8v fuse to take with us.

We also started going over the routine for checking the valve clearances, which are pretty important to having a healthy engine.  We had a hard time figuring out the position of the different cylinders, but looked around enought to see that they are printed on the case.
In looking I may have found a part number for the case, which is madein Mexico.  I’ll need to get the photo from my Dad, but the part number ended in 101-101A and it was stamped under the heads for the cylinders 3 & 4 (left side of the car).  We pulled off the distributor
cap and checked out how to get the first cylinder to line up at top dead center (TDC).

This bus has an older crank pully than the ones that VolksFire had, which were marked with degrees off of TDC.  This one has the 0 (TDC), 7.5 and 10 degree notches on it.  When the crankcase pully is spun the first and third pistons reach the apex of their travel at the 0 degree notch and the second and fourth cylinder reach their apex 180 degrees
off of top dead center.  Why they didn’t put a notch at 180 degrees beats me, so following John Muir’s advice I “grabbed a paint stick”(really a twig dipped in Whiteout) and marked 0 degrees.  Using a plumbob that my dad has we were able to hang it from TDC lined up with the crank case and mark 180 degrees very acuratly.  It took a lot of effort to get just right, but will be very useful in future valve jobs.

This also required taking off engine tin to get access to the bottom part of the crank pulley.  The engine tin was really greasy and it gave me a good chance to look at the heater/fresh air system,which I’ll need to buy a new bus muffler for.  I grabbed a few photo’s for reference while I had the tin out.

One of the items on my list was a tach-dwell meter and my Dad thought Kragen might have a tach dwell meter cheaper than other places, so we headed there first.  The sales person said he’d just seen one at a yard sale, but didn’t carry one.  He pointed us to Harbor Freight, but we were getting toward 4pm and Sebring wouldn’t be open much longer, so we headed there.

Sebring had a lot of stuff that I needed.  I got the following:

1) Bosch spark plugs
2) Valve cover gaskets (empi semi cork ones)
3) points & condenser (John Muir recomends replacing both at once).
4) generator pulley
5) 8v & 16v fuses
6) fuel line.

While we were waiting in line the sales person, Rod, kept asking my questions to the guy behind me, who was about my age if not a bit older.  With the fuel line he asked what year my bus was and I said 63.  He asked where I got it and I mentioned that the previous owner was a fire-fighter and his grandfather was the original owner.  He asked if it was a blue panel and I said yes.  He asked how much I got it for and said he looked it over.  He and my dad went outside and talked for a bit as I finished up the sale.

I met up with him outside where he was showing my dad his 67 squareback, with a roof rack that he proudly found for cheap.  I asked him about any bus groups in town and he said that the Madera show was the only group he was involved with.  It wasn’t a club with
memberships or anything, just a group of volunteers like NAG or most of the opensource user groups that I’ve been apart of and I like that. I’d like to talk with him a bit more about my bus to see if he knows anything more about its history.

We said goodbye and headed over to Harbor Freight since Sebring didn’t have a tach – dwell.  Harbor Freight didn’t have one either, so my dad found a nice tarp and we took off.  They also had different blasting medium, which will come in handy when I get to that stage.  We got back and my Cousin Mike was there having roast beef dinner that my Mom had repaired.  It was delicious.

After visiting with Mike, I decided to go treasure hunting and pulled out the passenger seat to see how the previous owner padded it out.  There is burlap over the springs and possibly horsehair (coconut husk actually) with a large layer of foam on top of that.  I can remove it, but it’ll take removing the large wire staples around the perimeter pulling out the foam and then re-stretching the leatherette to fit the seat.  It shouldn’t be too hard just like all the other easy stuff that’ll “just buff out”.  After looking over the seat I used it to
prop open the door as I removed the passenger kick panel and peaked behind it.  There was a wrinkly old paper that I grabbed with my little claw grabber and a emblem clip that I left down there as it was hard to reach.  There is some damage to the front kick panel and
it’s being held on with sheet metal screws (man this guy loves his sheet metal screws, must of had a whole box of them).
The driver’s side kick panel reveled nothing of interest except for the electrical components hidden behind it.  There is also some slight damage to this kick panel as well.  It would be nice to get some wood ones created for it by Josh Ganshorn (Abel & Baker wood work and construction).

After putting back the panels I grabbed a few razor blades and finished up the inside of the rear window.  It cleaned up pretty nice and reveled some scratching on the other side that either was there before or we added last time I was in town.  After cleaning them well
I went into the the cab and cargo area and got the divider panel’s window cleaned up as well.  It had splashes of different paint on it as well as what looks like epoxy.  I still need to look at the rough (epoxied?) spots to see if I can clean them up.  Maybe steel wool or jeweler’s rouge.

At that point it was nearing midnight and I crashed for the evening.  I’m wondering how these guys on thesamba.com get the energy to work on a bus all night, sleeping on site to drive bus’ out… oh wait energy drinks :)

Got into Fresno on the 718 train at ~11pm (late as usual).  At home were a few packages waiting.  My POR 15, stale air cleaner triangle from Greg and Clara, and a 40hp air cleaner that was in shabby shape.  The POR stuff look good and they even tossed in free spray bottles for the Marine Clean and Metal prep.  I’ll see how well the POR15 thins and
sprays as my brother Tom left me a Snapon paint sprayer.

The triangle looks good and strong.  It’ll think I’ll give it a coat of black paint :)

The air cleaner was in bad shape.  There are rust and dents all over the surface and the worst part is that there is a rubber patch in the bottom of it with poorly applied solder on the bottom to try and contain it.  I know I got it for about $50 less than the NOS ones, but
this probably needs more than $50 worth or work.  Luckily I have one more welding class, so I’m bringing the part with the patch in for some small welds and grinding off of bad rust.

My Mom, Dad and I caught up and talked a bit.  I went out to the bus and tested the fit of the air cleaner and also looked around the cab a bit more.  After seeing a rat infested bus’ fresh air duct I kind of wanted to get in there to see what mine was like.  It looked pretty
easy to take off, so I undid the screws to find that several had plumbers tape on them.   I don’t think they came that way from the factory.  Once they were off I tried prying off the cover plate, but it was really stuck on by some old rubber.  I kind of gave up after the metal seemed to be flexing, since I didn’t want to bent it out of shape.  I ended up putting the screws back on and calling it a night.

Slept in late as usual on a Sunday morning and got a call from Madalynn’s dad, who was going to leave early that morning for LA to go to the Getty Museam.  I’d borrowed his Cannon, 70-200mm, 2.8f USM IS L lens for use photographing my friends Anna & Baimba’s wedding and needed to return it.  I also had made plans to go to Bruce’s shop and meet him in person and Bruce told me on the phone that he’d be able to do 10am.

I got the bus ready for it’s first delivery and went to fire up the engine.  It would turn over, but wouldn’t start the engine.  My Dad drove his Tarus over and we tried to jump start it, but it still wouldn’t fire up.  After a few minutes we decided it was best to leave it and go with the Tarus.  I got to Randy’s a few minutes later and ended up talking for about an hour.

Afterwards I headed back home and tried to fire up the bus to go over to Bruces’, but it still wouldn’t cooperate.  My Dad and I headed over and met the crew that hangs out at Bruce’s shop on Effie.  He’s a nice guy and has a great setup for hot rodding vws.

When we got back to the house we decided it was best to test the new starter.  So we pulled it and the battery and went over to Sebring West, which tested both and the hybrid starter worked like a champ, but the battery was at the end of it’s life.  Rod at Sebring said if it hadn’t been charged before that we should try charging it.  I picked up some engine tin seals, which my bus is missing and some odds and ends like a fuel filter and headed back home.

By this time it was 3:30pm or so and we stuck the starter back in and tried jumping it again.  This time my Dad connected both terminals on both cars (a practice that we always thought wasn’t correct) and this time the jump started the bus.  We fit the rear apron on and bumper and cleaned up a bit for dinner.  Basically a minimal day of work on the bus, but we knew that the Hybrid starter that Wayne built was strong and the root of our problems was a bad battery.

After dinner we headed off to the train, only to find that the 5:50pm train was really 5:45pm, so we got to watch it pass us as we waited behind a crossing guard.  Amtrak put me on a later train and I worked out a situation with my friend Josh to stay at his place in Jack London Square since I got to the train station at 12:10am.

With the extra 2 hours to wait we headed back home and using razor blades with a mixture
of laundry detergent, windex, and water we were able to scrape off the 3 layers of paint on the back window.  We found the sekurit logo in the upper right hand corner, so it was original just like all the other glass.  Hopped onto the train just after that and made it to
my friend’s place for a short nights sleep.