Just got a nice bug a couple weeks back that had a partially installed wiring harness. Volt Reg was in a crate of extras. Engine in it is a newly rebuilt 1641 Brazillian without an attached VR.
We attached the VR to the Gen and connected the red and blue wires. Is an additional grounding wire between the VR and Gen needed? I have seen a couple of diagrams with retrofits and a brown wire is present. Am I good to go since they are physically connected?
Grounding VR/Gen
Flywheel/Tranny concerns
Got the engine out and mostly torn down today.
The bell housing has fresh scoring from the flywheel of the rebuilt 1641.
How different is the 1300s flywheel from the one I have?
The bell housing has fresh scoring from the flywheel of the rebuilt 1641.
How different is the 1300s flywheel from the one I have?
There were multiple clutches and flywheels used over the years:
40HP (1200) 64mm.......6V 180mm flywheel
1300cc 69mm ........6v 180mm flywheel
1300cc 69mm ........6V 200mm flywheel
1500cc 69mm .......12V 200mm flywheel
1600cc 69mm (cross drilled) 12V 200mm flywheel
The 6v flywheels have 109 teeth and come in both 180mm and 200mm versions. The 12V flywheels have 130 induction-hardened teeth and also come in both clutch sizes, although the 180 was only used on 1200 and 1300 engines, and the US got only 1500 and 1600 motors in 12V so they're rare in this country. The 130-tooth 'wheel is approximately 1/8" larger in outer diameter and won't fit into a 6V bell housing unless the latter is clearance slightly.
In mid-`66 the method of sealing the flywheel to the crank was changed from a gasket to an O-ring. The end of the crank was machined further to make room for the O-ring to live (you can put a gasket flywheel on an O-ring crank but not vise-versa). MOST 69mm stroke cranks are O-ring, but if they're from an early `66 or a bus they could be gasket. Most 6V flywheels are gasket, but late `66 was O-ring. All 12V flywheels are O-ring.
So, there are:
109-tooth, gasket, 180mm clutch
109-tooth, gasket, 200mm clutch
109-tooth, O-ring, 180mm clutch
109-tooth, O-ring, 200mm clutch
130-tooth, O-ring, 180mm clutch
130-tooth, O-ring, 200mm clutch
Hope this help.
40HP (1200) 64mm.......6V 180mm flywheel
1300cc 69mm ........6v 180mm flywheel
1300cc 69mm ........6V 200mm flywheel
1500cc 69mm .......12V 200mm flywheel
1600cc 69mm (cross drilled) 12V 200mm flywheel
The 6v flywheels have 109 teeth and come in both 180mm and 200mm versions. The 12V flywheels have 130 induction-hardened teeth and also come in both clutch sizes, although the 180 was only used on 1200 and 1300 engines, and the US got only 1500 and 1600 motors in 12V so they're rare in this country. The 130-tooth 'wheel is approximately 1/8" larger in outer diameter and won't fit into a 6V bell housing unless the latter is clearance slightly.
In mid-`66 the method of sealing the flywheel to the crank was changed from a gasket to an O-ring. The end of the crank was machined further to make room for the O-ring to live (you can put a gasket flywheel on an O-ring crank but not vise-versa). MOST 69mm stroke cranks are O-ring, but if they're from an early `66 or a bus they could be gasket. Most 6V flywheels are gasket, but late `66 was O-ring. All 12V flywheels are O-ring.
So, there are:
109-tooth, gasket, 180mm clutch
109-tooth, gasket, 200mm clutch
109-tooth, O-ring, 180mm clutch
109-tooth, O-ring, 200mm clutch
130-tooth, O-ring, 180mm clutch
130-tooth, O-ring, 200mm clutch
Hope this help.