Posts Tagged ‘conversion’

VW Vanagon Inline-4 TiiCo/Remtec Transmission Adapter Plate and Flywheel

April 28, 2012

Post #4 in the TiiCo dismantling saga, the TiiCo/Remtec/diesel transmission adapter plate and flywheel. (Remtec was Volkswagen of South Africa’s engine rebuilding division – now a separate entity.)

I’ve read that the flywheel is customized to mate a 1.6(1.9?) diesel or 1.8/2.0 gas engine to the standard gas VW Volkswagon Vanagon transmission with the 228mm clutch. (This one connected a 2.0 3A Audi bubble block to a VW syncro transmission.)

The Tiico transmission adapter plate mounts between the engine and the flywheel and allows the inline-4 engine to be mounted at a 50 degree angle to fit under the Vanagon T3 Transporter deck lid.

Flywheel: stamped 223674 on back, scratched 51 on the hub in the inside, no VW part numbers.

Transmission Adapter Plate: marked 996-100-001BX, but this seems to be a number for an entire remanufactured Remtec (TiiCo) 2.0l inline-4 Vanagon (Kombi/Transporter) engine.

More TiiCo info:
Vanagon TiiCo Dual Output Exhaust Manifold
Upgraded Vanagon TiiCo a3 Mk3 Intake Manifold
Vanagon TiiCo-Diesel Coolant Hoses


Tuning up Vegoil (SVO, WVO) Systems.

June 27, 2008

www.alaskavegoil.orgIt’s been a fun couple of weeks. We’ve had a few folks bring in their not-fully functioning SVO trucks (first-time installations), providing us good puzzles to figure out and vegoil systems to improve.

We like to encourage do-it-yourself vegoil conversions. We’ll sell you a kit at a discount, and give you free phone support installing it.

And if you get stuck, we’re available to fix things.

Yep, here at Arctic Vegwerks, we keep busy. We teach biodiesel and SVO classes and seminars, sell and install vegoil systems, spend hours giving free phone consultations for our customers, and we fix those poorly running or unfinished WVO conversions.

We’re available in 4 hour chunks of time, for $150 a pop. Both systems this week took two 4-hour blocks to finish up.

First was a nice, burly, and moderately complex 3-valve Plantdrive setup on a 95 F250 Ford Powerstroke. The 3rd valve switched between looping and returning to tank. All the hoses were finished, but the electrical hadn’t been started. We installed the really truly amazing VOControl on the truck. It’s not cheap, but it BLOWS the competition’s controllers out of the water. It’s a real computer, not just a timer. More on that later.

The second was a 1996 Dodge 2500 Cummins with a Greasecar setup. It was installed by a local mechanic about a year ago, and had never run well. The mechanic is a good one and his work was beautiful. But, it was his first SVO kit and he just followed the generic Greasecar instructions. Once again I was unimpressed by the Greasecar setup. Temps rarely hit 100F, the vegoil was being pulled first through the veg filter, then the diesel filter and the tank and lines were full of gunk. We drained the tank, added a flat-plate heat exchanger and completely rerouted the engine fuel hoses. On its maiden run the temps were pegged in the 160’s, yeah!

Thinking about installing a system? Need a tune-up on your existing system? We offer a free initial consultation to any Alaskan.

Which Truck Should I Get for a SVO (WVO, VegOil) Conversion?

March 31, 2008

Dodge Ram 2nd GenThe most popular post by far on the Vegwerks Blog is Which Diesel Should I Get for a SVO (WVO, VegOil) Conversion?

Not surprisingly, it’s also the most common email (and phone call) question that I get.

So, loyal readers, here are my top three choices for SVO trucks:

  1. 1994-1998.5 Dodge Cummins 5.9l 2nd gen 12 valve
  2. 1989-1993 Dodge Cummins 5.9l 1st gen 12 valve
  3. 1983-1994 Ford International 6.9/7.3l pre-Powerstroke

Now, here’s the details:

Straight Vegetable Oil (SVO), even when heated, is still thicker than diesel. You need a truck with an injection pump than can withstand the added stress of SVO.

The strongest injection pump out there out there is the Bosch inline P7100, found on 2nd generation 12 valve Dodge Cummins trucks.

The best SVO truck:
1994-1998.5 Dodge Cummins 5.9l 2nd gen 12 valve

Other good candidates for a vegoil conversion are pre-Powerstroke 6.9/7.3 Fords with the regular Stanadyne injection pumps and 1st generation 12 valve Dodges with the Bosch VE rotary pump. Personally, I convert a lot of VWs with the Bosch VE pump, and have good luck with them, so I would prefer a Dodge, but they are harder to find than the Fords. In early 1994 Ford made a turbodiesel version of the 7.3 IDI, it’s the newest, most powerful of the old-style pre-Powerstroke engines.

Common, easier to convert diesel trucks:
1989-1993 Dodge Cummins 5.9l 1st gen 12 valve
1983-1994 Ford 6.9/7.3l IDI

Halfway through 1994 Ford switched from an Indirect Injection (IDI) engine to a Direct Injection (DI) system with a Hydraulic Electronic Unit Injection (HEUI), a type of Common-Rail system, instead of a regular mechanical injection pump. These are very common, but the fuel routing issues cause purge times to be almost 15 minutes with a standard conversion. With the extra modifications to reduce purge times, these can run vegoil very well, but may cost $1000-$2000 more.

Common diesels that may require more complex, expensive conversions:
1994.5-1997 Ford Powerstroke 7.3l 1st gen
1999-2003 Ford Powerstroke 7.3l 2nd gen

GMC/Chevy trucks have a very sensitive injection pump that is known to break when running straight vegetable oil. I don’t recommend converting these trucks, although there are a few local GMC fanatics who are running SVO.

The Dodge VP44 is a radial-piston rotary pump, instead of the axial-piston VE rotary pump, and that makes a lot of difference. Basically, the VP44 is a sensitive pump that breaks easily on straight vegetable oil.

Not Recommended:
1982-2000 GMC/Chevy 6.2/6.5l
1998.5-2002 Dodge Cummins 5.9l 24 valve

Yeah, but what about the newer trucks? Ummmmm, they’re newer. All have Direct Injection (DI) engines with some sort of common-rail injection system, and would require at least as much additional modifications as the 7.3l Powerstrokes. We can convert them, but consider converting them experimental and expensive.

And what about Isuzu, Toyota, International, and other early 80’s trucks? Well, most of them are pretty good candidates, but info on the rare trucks is beyond the scope of this piece, although I’ve happily driven an old VW pickup for years on SVO.

2002 VW Jetta TDI Plantdrive SVO Conversion

December 8, 2007

We’ve got a fair backlog of conversion photos that we’re slowly organizing. Check out the latest Alaska winterized SVO conversion of a 2002 VW Jetta at

Here’s a snippet for all you grease monkeys out there:

2002 TDI
The HOH lines come up from under the vehicle, pass next to the timing belt cover, and end at the 16-plate heat exchanger.

Vegoil exits the flat plate heat exchanger and enters the 3-port supply valve.

The diesel line is rerouted from the stock filter to the supply valve.

Fuel flows from the supply valve through the 12v VegTherm heater, past the fuel temperature sensor and into the injection pump.

The fuel return lines head through the sight glass to the 3-port return valve, where the vegoil side is looped and the diesel side returns to the stock diesel return line.

Can’t get enough of technical vegoil conversions? We’ll have more coming soon!

Veg On!