[T3] Clemmie's Invasion MPG, Joys & Troubles

[Keith Park]

Your gas mileage is too good, IF you driving at sea level or close, high
elevations will drive it up, if its running too lean it will run too hot, I
usually choose a tad rich just to be careful

Where your measuring your temps?

Oil sump temps should never go above 225, 245 being TOO hot.
Head temps should be in the 325-375 range.

Keith 

Topnotch Restorations
topnotch at nycap.rr.com
http://www.a383ina68.addr.com/radiorest/main.htm
71 Squareback  "Hothe"
65 Notchback  "El Baja Rojo"
93 RX7  "Redstur"
87 Golf  "Winterat"
 

-----Original Message-----
From: type3-vwtype3.org [mailto:type3-vwtype3.org-bounces at lists.vwtype3.org]
On Behalf Of Phil Hof
Sent: Saturday, June 25, 2016 1:37 AM
To: type3-vwtype3.org at lists.vwtype3.org
Subject: [T3] Clemmie's Invasion MPG, Joys & Troubles

Well, there are mixed results from the Invasion, overall good but with some
issues.  Clementine got me home safe and sound, but I had to nurse her home.
Successes include drivability, mileage, and FUN!  Negatives include
overheating, brake lights, and grouchy second gear.  Specifics:

She drove well and accelerated nicely, especially on the hills and through
Sedona.  What a beautiful and satisfying drive in our cars!  That's what the
Type 3 was made for:  moderate speeds, dips and rises, and plenty of curves.
A blast!

Mileage on the 1000 mile trip averaged 32.1 on 91 octane premium (10%
ethanol).  This is excellent and reminiscent of when she was brand new.  To
recap:  rebuilt motor, 1776, slightly increased compression (have to check
the build sheet but I think the low 8s range), and larger Mercedes
injectors.  I also fitted an LM-2 A/F gauge and have been tuning the MPS
over the last couple of months, mainly leaning it out for better
drivability.  Readings are in the low 13s on cruise, occasional 14s on very
light load and throttle, and high 10s/low 11s for a split second when
stabbing the pedal, moving into the 12s under max load.  I think I have it
just right.  The MPG says it's plenty lean, and the gauge says it isn't
overly lean.  Around town I have been getting low to mid-20s.

One interesting characteristic I noted was the effect of altitude.  On a
carb car, the less dense air will enrichen the mixture, lowering power.  But
the D-jet MPS has an aneroid that leans it out as you climb.  I found it was
a little aggressive, pushing cruise slightly above 14 at the 7000 ft level,
especially in the heat.  Theoretically 14.7 is best but without a closed
loop system, I won't go that lean.  If I were to drive a lot at high
altitude I might want to richen it up a tad, but since I live around 1000 ft
and local passes are only about 4000, I'll leave it as-is.

Now for her problems.  I had installed an oil temp gauge, and I doubt it is
accurate.  I will pick up a cheap IR thermometer tomorrow and check it out
over the next few weeks.  On the highway near home, she ran an indicated 240
once fully warmed up.  This is only a bit high, and she didn't "feel" hot,
either driving, or with a hand on the oil filler or hovering over the motor.
Maybe this sensor and gauge are not quite matched?  I didn't worry.

But on the drive through the 100 degree desert, she ran about 260-275 even
though I kept her only at about 60 mph.  Speed and temp correlated, so I
took it easy.  So far no problem.

On the way home, temps were 118 in the Palm Springs area, and the oil temp
rose.  I kept her to 50 mph up to that point, and she stayed at 275-280.
Then came the long slow climb up through Beaumont Pass and indicated oil
temps climbed to 280-290, so I slowed to 50 mph.  That slowed the rise in
temps but when was pushed up the grade I heard pinging/detonation, and
slowed and then stopped at the close-by rest stop.  Now she felt hot so I
rested for about 45 mins.  I promised her a full checkout and whatever she
needed once she got me home. Oil cooler, avgas, whatever. just get me home
dear and you get your way!  She came through at 50mph and the cooler (still
100) temps were good for stable temps in the 270-280 range, and she made it
home without any more stops.  Whew!

Back a couple of days to the timing story. once in Prescott I checked the
timing and had to reset it. thoughtlessly I didn't check the dwell/point
gap, I just reset the idle timing.  Later it had slipped again the other
direction, and I again reset the timing.  I figured my distributor may be
worn and made a note to check things when I get home.  Spin forward to this
morning at home, and my point gap was about half what it should be.  Doh!  I
reset the points and timing, and will fire her up tomorrow.  That may have
been the source of the pinging and hard-working, driving up temps.  I'll be
checking on her regularly for this over the next months.  Just in case, I'll
get my spare (unknown condition) distributor rebuild like new and put that
in when done, just to eliminate timing asa source of heat.

Okay. other issues I need to tend to.  I don't now when, but I lost both
brake lights.  Fuses and bulbs good, so i figured brake light switches.
Nope, they have continuity when the pedal is pressed.  I'll check more
thoroughly for resistance or voltage drop.  Oddly, when checking voltage at
the 3-tab connector in the frunk, I get 12V on the hot wire; on the return
wire I get the proper 0V until pressed, but only 1-2 volts when pressed!
Maybe the switches are corroded and can't pass current well?  I am using
DOT5 but it is over 5 years old and I'll be flushing it as part of this spa
treatment.  I have a couple of spare FTE switches in case.

Lastly, when really hot, I found I got a very bad grind when trying to shift
from 1st to 2nd.  It happened about 1/3 of the time: I got a premonition
when putting it in first. something not feeling right, and that correlated
with the grinding upshift.  To save syncros and gears, I would shift from
1st to 3rd when that happened.  Now home, I checked the tranny oil, and the
darn thing was overfilled by almost a cup!  I have been negligent and
haven't checked it for years (my excuse is that it doesn't leak and I only
drive about 1000 miles a year), so it's never been checked since rebuilt and
refilled by the shop.  I expected it to be low, but no-sir-ee!  I have now
drained it and will refill tomorrow.  No chunks, just the expected few brass
particles and iron filings stuck to the drain plug magnet.  I'll check the
coupler, bushing, and shift plate adjustments to try to find out why it
would grind, and if it still does.  Weird.

Oil change and valve adjustment round out the post-driver tune-up.  Valves
were good, just one tight and one loose.  Oil was not smelling burnt, and
was not awfully dark.  In fact, it didn't smell at ALL, so I suspect I
boiled off additives that give it the usual new oil stink, so it's good it's
changed.  30wt Valvoline VR1, about 3-1/2 quarts including that put into a
new filter cartridge.

More tomorrow, but all-told, I am happy with her.  She drove in record heat
and climbs, no hard failures to strand me, and she got me home.  Now I'm
keeping my end of the bargain and cleaning her up, inside and out.

Great to see many of the folks here and on the Samba.  I wish it were
another day or two so I could get to know you better.  I won't drive her to
Alabama in two years, but I may fly there to visit friends in Decatur and
attend for the day.  Looking forward to it!

Thanks for listening!
-Phil
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