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On Wed, 2003-03-19 at 22:15, Keith Park wrote: > Most of the Type3's that I knew when they were older had engines pretty > whipped by 80K, Seldom did they make it to 100K. That being said, my > experiences paled in comparison to the number Russ has seen of course, and > the cars that had the engines die that yongue were not maintained well, were > missing thermostat's etc so it wasnt just the engines fault. I doubt youd > find many of the engines you came across today to be virgin longblocks... so > who's cylinders are you trying to reuse? Is there a good way to tell the VW > ones?? > To give an example, I just tore the engine down in my '66. The heads had been off before, but the pistons/cylinders were genuine VW, and the case had never been split before. The rings had been replaced at some time, as they were 3 piece oil rings. (not stock). This engine still had a working thermostat assembly. None of the head studs were pulled, and the crank is still std/std. The case is in good enough shape, that it doesn't need line bored. I will install case inserts for the studs, as I am planing on converting it to a dual port engine, and don't want to ever tear it down again. Most of the T-3 engines that were treated decent just needed valve guides at about 60K miles. Resealed the cylinder base, and retorqued/resealed the main studs, and they were good for another 60K miles. Maybe it is the type driving that the cars in the midwest get. A lot of highway miles, where the engine gets warmed up completely every time it is started. Gasoline washing IS hard on rings. -- Russ Wolfe '66 FB MT '71 FB AT '65 Bug (not running) russw@classicvw.org http://www.classicvw.org ------------------------------------------------------------------- List info at http://www.vwtype3.org/list | mailto:gregm@vwtype3.org