Auto Glass Services - Instant Windscreens. Instant Windscreens & Tinting ensures that the highest quality work is done for the best price, the first time, every time. For a fraction of the cost of replacing a windscreen, we can simply repair stone chips and cracks to the same strength as the original glass. In some cases the type, size and position of the damage means that the entire windscreen has to be replaced. We ensure replacement for optically clear windscreens at a highly competitive price. Kombis T1- T2 - Club Vee. Dub. Microbus – Better Than Ever. Turbo Type 4 Project. Our Kombi Camper Story. The Brown Bomber. All About Kombis. Kombi Models. Kombi Dos and Don’ts. Name: none Tinting Tip: My friend and I sorta stumbled across this the other day. If you use a can of De-Ice and wipe fairly hard it will remove the glue with great ease. · dont get dealer paint protection.i got ripped of with it at holden too.after investigating it further all u need to do is go to solar kint or solace or a tinting. Living With A VW Kombi Camper. Travellers’ Troubles. Confusion. Tuning Tips for Twin- Carb Kombis. VW Type 2 Station Wagon. Independent Thought. Driving the new 1. VW Commercial. Replacing Type 4 Kombi pushrod seals. VW Transporter/Caravelle buyers guide. The Kruizinwagon. Mike Said’s 1. 97. Kombi. Joe’s Camper. Last air- cooled VW Bus. New and used items for sale or post a free ad to sell in Perth Region, WA. Buy and sell almost anything on Gumtree classifieds. Leigh and Belinda’s 1. Microbus. Microbus – Better Than Ever. From the Daily Mirror (1. December 1. 98. 5Eight’s a crowd…except in Volkswagen’s versatile Microbus. With three rows of seats, it makes provision for eight occupants, large or small, with room to spare for gear. The Kombi- based Microbus is truly a vehicle of a hundred and one uses, ideal for pleasure and business. First and foremost for large families, it offers many advantages over a conventional car, which at best can safely accommodate six people. It gives the kind of mobility they could not otherwise enjoy, albeit at a higher cost than an average car. Anyone who takes children or members of social and sporting clubs for occasional outings must also be potential buyers. And, it is an excellent proposition for commercial purposes, either ferrying people around or, with the rear seats removed, carrying goods of all descriptions. Finally, the Microbus lends itself admirably to recreational purposes, being adaptable for elementary camping and having adequate space for surfboards and the like. Considering this flexibility, besides the fact it is now fully imported from Germany, the prices - $8,9. Volkswagen has sold the staggering number of 4. Kombis throughout the world since 1. The Microbus, launched in 1. Its popularity has shown no signs of slackening, despite the fact that there have been few changes to the original concept. I enjoyed a week’s test of a smart two- tone blue and white unit supplied by LNC Industries, Volkswagen’s Australian distributors. The latest 2- litre version has ample performance, coupled with the Kombi’s characteristically supple ride and a much greater margin of driving safety than possessed by earlier models. Disc front brakes and radial- ply tyres are standard, while the much- improved suspension counteracts the traditional difficulty of handling the vehicle in high winds. This can be described as trying to keep a small boat in a choppy sea, for the high and wide Microbus tends to be blown off course. But it improves with acquaintance and does have certain benefits over a car from a drivers point of view, including commanding vision which really helps your progress in traffic. Features that make the Microbus so practical include the large side- opening door, a walkway between the front bucket seats and first rear bench seat, a rear hatchback and a big luggage compartment. The flow- through ventilation system is ineffective for Australian conditions and the gear change takes a while to muster. But everything else is functional and the finish is first class with heavy- duty vinyl upholstery, rubber floor mats, rubber bumper strips and a smart safety grille protecting the rear window from being broken accidentally. Last but not least, the Microbus is very much at home off the beaten track, taking rough roads into its stride thanks to its long wheelbase, wide track and all independent suspension. In 2. 3 years, it hasn’t looked like going out of fashion, and undoubtedly will be around for many years to come unless someone devises an even more versatile vehicle. Top. Turbo Type 4 Project. By Michael Schymitzek. February 1. 98. 7I've heard a lot of talk amongst members of Club VW over the past few months about the ‘Blue Turbo Kombi’, most of it inaccurate and wildly exaggerated. So, I thought it about time to write a few words informing fellow VW enthusiasts about my turbo project, what motivated me to start it, and what problems I encountered along the way. First a little history.. Four years ago I parted with $4,6. Kombi. Prior to this Kombi I had owned 3 Beetles and 2 Fastbacks. The usefulness of the Kombi over a sedan- type car soon became apparent; for towing, carting large loads or camping, it just can't be beat. I bought it with just 9. Twelve months ago, with 3. I decided it was time to do something to upgrade the powerplant, mainly because of the Japanese vans, which are getting quicker all the time, beating me up hills. I travel 1. 00. 0 km a week and the Kombi is my sole means of transport, so any modifications I made to give me a substantial increase in power would still have to retain the same level of reliability as that of the standard engine. Several other considerations came to mind: • Fuel economy mustn't suffer appreciably or my weekly fuel bill would skyrocket due to the high mileage I cover.• Low- speed driveability must be retained as I drive a lot in traffic - therefore no wild cam angles.• The motor mustn't be noisy inside or out, as I can't stand a lot of induction or exhaust noise on a long trip. Several options which would fulfil these requirements were open to me: 1. Fit a non- VW engine that in standard form has a high power output in comparison to the VW engine, eg. Mazda rotary, Datsun 2- litre, V6 Capri - but I'd prefer to stay with something VW. Fit a Porsche motor - not really feasible as parts price and availability, not to mention initial purchase price, make this an unattractive proposition. Turbocharge the 2- litre Kombi motor - this fulfils all of the guidelines and it's something I've wanted to have a go at for years. Having decided on the turbo project I bought a burnt- out 2- litre Kombi motor from a wrecker for $1. It was really burnt - even the crankcase had started to melt. Beneath the burnt exterior I managed to salvage a crankshaft, 4 conrods, camshaft, lifters, fly- wheel, cylinder heads and several pieces of tinware. Not bad for $1. 00! As I work at a VW specialist shop I was able to pick up most of the other parts for practically no cost and I even got a crankcase for free - it just had a small hole in the top where it had lost a conrod but the local technical college welded it up for free. Apart from the normal reconditioning and balancing I shot- peened the crank and rods. I retained the standard camshaft, as a turbo can get by with modest valve timing and I wasn't looking for super- high revs. Cooling came next - starting with 4 oil squirter jets extending through the top of the crankcase to squirt oil up under the piston temperature under boost conditions. I also designed and built a control valve which only delivers oil to the piston squirters when oil pressure exceed 2. This helps keep oil pressure up and maintains a good supply to the turbocharger bearings, even at low revs. I lowered the compression from the standard 7. With a low boost set- up this isn't really necessary but I was planning to run in the neighbourhood of 1. I left the heads fairly standard, just cleaning up the castings of the combustion chambers and ports, and CC'd the chambers to within 0. I sank the valves a little in the seats to promote better flow and weaken the over- strong valve springs that these motors are fitted with. Of course, a 3- angle valve job was done to finish the heads. I threw the terrible original VW head gaskets away and had a machinist mate of mine make me a set out of copper. With the basic engine assembled, next came the fun part - building an induction and exhaust system. I was using a Mitsubishi Starion turbocharger with integral wastegate for easy boost adjustment. I was lucky to acquire this unit cheap a couple of years ago when I worked for Mitsubishi. I built an exhaust system out of a set of Sonic extractors, which I dissected, re- built and ducted up to the turbocharger. From the turbo out I used 2¼" pipe running through a small Lukey tractor muffler. I made the inlet manifolds out of the manifolds that came with a fuel- injected Kombi motor. I welded a flange on top of the manifold box to which I bolted the Weber DMTT carburettor - a carby made by Weber especially for blow- through turbo installations. I fitted a plate- type oil cooler running through an oil thermostat and a heat shield around the hot side of the turbo to prevent superheating the air in the engine bay prior to it being drawn in by the engine cooling fan. The oil cooler and heat shield are both force- fed cold air.
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