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On 17 Jul 2003 at 18:59, Russ wolfe wrote: > I couldn't remember whether '67 used the insulator gaskets. But you say > that on the '67 they used and insulator between the manifold and the > carb. That may be right. My memory fails me at times. In about 1970 I was rebuilding my first VW engine (my 68) and needed these gaskets. I found the price for the "proper" insulated gaskets to be extreme for a grad student's budget, but I asked the dealer parts man if I could just buy the paper parts, which was the only part that actually needed to be replaced, as far as I could see. He disappeared and came back with the exact paper parts which I needed and told me that this was what 67s used. I bought those for many years rather than pay 6x as much for the insulated ones. > As for the difference between the T-1 and the T-3's, Jim, you need to > work on a T-1 once in a while. :=) Their intake manifold has a balance > port built into the intake manifold ends. There is a slot/groove in the > cast ends on a T-1 dual port manifold, between the front and rear > cylinders. It's true that I don't have much type 1 experience. I try to limit my exposure to the "lessor" breeds. ;-) But I am familiar with those slots in the type 1 cast alum manifolds. This raises an interesting question, however. It would seem to me that these two approaches would be about the same, except for the relative postions in the firing order, but why is one "better" than the other. What do they do? And most importantly: Why do people say that ours are very important, while the Bill Fisher book talks about blocking up the type 1 version to improve performance? -- ******************************* Jim Adney, jadney@vwtype3.org Madison, Wisconsin, USA ******************************* ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ List info at http://www.vwtype3.org/list | mailto:gregm@vwtype3.org