VW Bus Engine Swap to VR6

European traffic ministers are warning: "Horse power can be addictive." Good advice, which Michael von Hoegen from Stockheim cheerfully follows. After a 16V conversion, which he readily admits wasn't easy, he has found another way to pep up the T3: Now a VR6 is powering the otherwise not-so-fast truck.

It's a familiar story: A car is used during the winter only, and before you know it, the car is stored in the garage for several years. Finally, the car becomes the favorite.

"Not bad." thought Michael, a professional painter, when he inspected his newly-purchased '87 T3. Quickly he recognized that the 1.6 Liter Diesel-equipped red Bus, which had already had two previous owners, was in good condition and with a more powerful engine it could be fun. His first attempt was to install a different water cooled motor; a 16V. After a year driving his repowered creation, he tried an aftermarket chip tuning and a stronger vent drive. The sobering end result: Not enough power.

What now? More power comes easiest with more cubic capacity. Of the available VW powerplants, the only thing which made sense was the VR6.

The painter happily noted that the six-banger saved the VW from being turned into another semi-Ford; it remains 100% Volkswagen. But this particular solution will require special skills to implement.

	In particular, the mating of engine to gearbox needed careful attention. Michael built an adapter for the crankshaft and bell housing, as well as a special engine support. Additionally he strengthened the Fichtel & Sachs clutch which connects the power of the six pistons to the five speed Turbo Diesel gearbox. Only the four highest speeds are normally used; first gear is rendered unnecessary by the added cubic capacity. The exhaust system was a project of its own; it consists of a 16V Hartmann exhaust mufflers welded to a stainless steel exhaust system. Finally, needed oil cooling was provided by two Racimex oil coolers mounted low just ahead of the rear apron..
	In spite of its good condition, the body was a special challenge for the Stockheim painter. Besides the basic body work that all used cars typically need, Michael sandblasted or replaced various parts and panels to rid the vehicle of rust. A rust-preventative treatment helps ensure that new rust patches do not appear soon. The tail light openings were modified to hold darkened Rabbit light assemblies. Widened front wheel wells and an original VW spoiler refine the one-time Multivan look and quiet road noise as well. The exterior (including bumpers and plastic rocker-panel moldings) and all metal interior parts are finished in Porsche Maritime Blue.
	Original Porsche Cup alloys were fitted; 7Jx17s sporting Dunlop 235/45-17 in front, and 8Jx17s with 265/40-17 at the rear. The van has also been lowered 120 mm using modified Fichtel & Sachs springs. Wheel spacers of 50 mm at the front and 68 mm at the rear add to the already enhanced cornering provided by the wheel/tire combination..
	If the exterior changes can be called "modest", the interior is a true make-over. The dashboard is now leather covered, and equipped with Golf III instrumentation. A leather-covered console surrounds the Momo gear shifter and is fitted with additional VDO gauges. A Momo steering wheel and Recaro seats round out the cockpit control picture.
	The coziness of the interior is accentuated with "Polsterer Floh Euskirchen" with leather, plush carpeting, and black and blue velour. A second leather covered console in the rear is flanked by VR6 seats, and a full compliment of electric powered accessories (power antenna, power windows, mirrors and sliding roof) lend a presidential limousine feel to the vehicle.
	What little over-the-road sound might remain is canceled by a music system featuring a Blaupunkt Bremen with CD changer. Three way speakers from Quadral in the front and Bose in the rear are driven by Blaupunkt and Rockford amplifiers. A 240 Watt Rockford woofer completes the system.

True to the minister's warnings, Michael loves the increase in horsepower and handling. But one thing is clear: The endless evenings during which the bolts were tightened on this VR6 installation are a memory. And the long nights Michael's girlfriend had to endure alone while the project plodded on are also a thing of the past; the T3 "pilot" gave her a big thanks for her patience. Of course, a hearty "well done!" goes to Gregor, the co-mechanic, for his help in building this truly unique vehicle.

Because English is my second language, in the first translation I did every mistake one can make. I have to give my gratitudes to Blaine Bachman, who don't corrected my mistakes only, he wrote the whole article again, based on my first issue. Many thanks to Blaine!

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