Vintagewerks.com

Vintagewerks.com was a website that offered rebuild services for distributors, fuel pumps, and carburetors. It went offline in May 2023, and selections from it are presented here for posterity.

Bosch Distributors

For Porsche engines

Bosch Distributor VE 4 BRS 383

Bosch Distributor VE 4 BRS 383

The VE 4 BRS 383 was brought into use on the Volkswagen beetle during or shortly following the war, replacing an even earlier model, the VEK 4 BS 343. It continued in use through production of 25hp equipped beetles ending with chassis No. 1-0 575 414 in December 1953. Likewise, VW placed it on early transporter models again through 25hp production ending with chassis No. 20-069 408 in December 1953. Porsche also used the 383 on early 356 pre-A models through 1955 and it was used on industrial engines from both manufacturers during the same peroid. The unit relies on mechanical advance only providing approximately 15 degrees total advance at 1500 rpm as measured at the distributor, 30 degrees at 3000 rpm at the crankshaft.

Bosch Distributor VJ 4 BR 9

The VJ 4 BR 9 was developed as a replacement for the BRS 383 specifically for Porsche beginning with 356-A production in 1956 and continued in use through 1957 when it was replaced by the later BR 18. The BR 9, like its predecessor, is strictly mechanical advance yielding approximately 15 degrees total advance at 1500 rpm as measured at the distributor, 30 degrees at 3000 rpm at the crankshaft.

Bosch Distributor VJ/VJR 4 BR 18

The VJ/VJR 4 BR 18 is the mechanical advance distributor put in the Porsche 356A models beginning in 1958 and continuing in use through 356B and early 356C and SC models into November 1963. The unit provided a total of approximately 15 degrees advance at 1400 rpm as measured at the distributor, 30 degrees at 2800 rpm at the crankshaft.

Bosch Distributor 0 231 129 022

The 022 was introduced in November 1963 as a mechanical advance replacement for the VJ/VJR 4 BR 18, for the Porsche 356C and 356SC marques and continued in use through the 1966 model Porsche 912 cars. The distributor maintained the same advance progression as its predecessor with approximately 15 degrees advance at 1400 rpm as measured at the distributor, 30 degrees at 2800 rpm at the crankshaft.

For VW engines

Bosch Distributor 0 231 129 010

The 010, famous as a period performance upgrade, was actually a Bosch factory replacement for the VJR 4 BR 25, a distributor introduced in May, 1959 for the bastard 40hp engine for the 1959-1960 transporter. The unit, a mechanical advance distributor, has the same advance progression as its predecessor, providing approximately 10 degrees advance at 1400 rpm as measured at the distributor, 20 degrees at 2800 rpm at the crankshaft.

Bosch Distributor 0 231 129 019

The 019, also known as a performance upgrade like the 010, was likewise a Bosch factory replacement for the VJ 4 BR 8, the distributor used on 36 hp powered transporters from July 1954 to May 1959. The 019 is a mechanical advance distributor and shares the same advance curve with its predecessor, providing approximately 8.5 degrees advance at 1600 rpm measured at the distributor, 17 degrees at 3200 rpm at the crankshaft.

Bosch Distributor 0 231 129 019 Screamer Kit

The metallic blue verstion of the 019 was sold in a kit with blue coil and special plug wires as a performance upgrade known as a Screamer Kit. It retained the same advance curve as the standard version of the 019 shown above.

Bosch Distributor VJ/VJR 4 BR 8

The VJ/VJR 4 BR 8 is the mechanical advance distributor introduced in August 1954 for the VW transporter equipped with the revised 36 hp engine with 6.6:1 compression beginning with chassis No. 20-095 422 and continuing in use through May 1959 with chassis No. 20-469 447. The unit, a mechanical advance distributor, provides approximately 8.5 degrees advance at 1600 rpm as measured at the distributor, 17 degrees at 3200 rpm at the crankshaft.

Bosch Distributor VJ/VJR 4 BR 25

The VJR 4 BR 25 was introduced in May 1959 for the experimental bastard 40hp engine used on the VW transporter for the 1960 model year beginning with chassis No. 20-469 448. The unit, strictly mechanical advance, provided a somewhat quicker advance circuit and greater total advance than the BR 8 which it replaced yielding approximately 10 degrees advance at 1400 rpm as measured at the distributor, 20 degrees at 2800 rpm at the crankshaft.

Bosch Distributor VE 4 BRS 383

See above.

Bosch Distributor VJU 4 BR 2

The VJU 4 BR 2 was the first dual advance (vacuum and mechanical) distributor to be used on the VW beetle. It was put on the first 1192cc engines produced in December 1953 beginning with chassis No. 1-0 575 415. It was used for less than two months ending sometime in January 1954 (chassis number unknown) when it was replaced by the VJU 4 BR 3. The unit provides approximately 12 degrees total advance through the combined mechanical and vacuum circuits at 1500 rpm as measured at the distributor, 24 degrees at 3000 rpm at the crankshaft.

Bosch Distributor VJU 4 BR 3

The VJU 4 BR 3, another dual advance distributor, replaced the VJU 4 BR 2 on VW beetle production sometime in January 1954 (chassis number unknown). It is service too was shortlived continuing in use only through July 1954 with chassis No. 1-0 702 741 when the 1192cc engine compression was increased from 6.1:1 to 6.6:1 and the VJU 4 BR 8 was introduced. Both the BR 2 and the BR 3 produced a greater amount of engine noise which may be ther reason they were each successfully replaced by later desigsn. The BR 3 relies on both mechanical and vacuum circuits to deliver a total advance of approximately 12 degrees at 1600 rpm as measured at the distributor, 24 degrees at 3200 rpm at the crankshaft.

Bosch Distributor VJU 4 BR 8

With revisions to the 1192cc beetle engine in July 1954, VW introduced the Bosch VJU 4 BR 8 distributor which is the one commonly associated with the 36hp powered beetles beginning with chassis No. 1-0 702 742 and continuing through the end of the decade. This distributor replaced the earlier BR 2 and BR 3 units also utilizing dual advance (mechanical and vacuum) to achieve the desired performance curve but with less total advance and with slightly different static timing than its predecessors. The BR 8 provides approximately 8.5 degrees total advance at 1600 rpm as measured at the distributor, 17 degrees at 3200 rpm at the crankshaft.

Fuel Pumps

For Porsche engines =

Porsche 356-A Fuel Pump

Domed fuel pump with dual out-going lines for Porsche 356-A.

For VW engines =

VW 25hp Fuel Pump with 8mm fittings

Flat top style fuel pump with threaded fittings for 8 mm fuel line used on VW 25 hp powered beetle and transporter engines to October 1952.

VW 25hp Fuel Pump with 6mm fittings

Flat top style fuel pump with threaded fittings for 6 mm fuel line used on VW 25 hp powered beetle and transporter engines from October 1952 through the end of 25hp production on December 21, 1953.

VW 36hp Fuel Pump 1954 to 1955

Domed style fuel pump with threaded fittings for 6mm fuel line with machine screw access on fuel pump base used on VW 36 hp powered beetle and transporter engines from December 1953 through July 1955.

VW 36hp Fuel Pump 1956 to 1958

Domed style fuel pump with threaded fittings for 6mm fuel line without machine screw access used on VW 36 hp powered beetle and transporter engines from July 1955 through August 1958.

VW 36hp Fuel Pump 1959 to 1960

Domed style fuel pump with threaded fittings for 6mm fuel line with internal fuel filter and brass threaded nut for access used on 36hp powered beetle and transporter engines from August 1958 through August 1960.

VW 40hp Pierburg Fuel Pump

Pierburg fuel pump for 40hp VW engines from August 1960 to August 1965.

1300/1500 Pierburg Fuel Pump

Pierburg fuel pump for 1300/1500 VW engines from '66.

Carburetors

SOLEX 26 VFIS

The 26VFIS, a very basic form of downdraft carburetor, was supplied with 25hp engine equipped VW beetles and transporters built before October 1952. It relied solely on air movement through the venturi to volatilize gasoline from the float bowl and consequently had some hesitation on acceleration.

SOLEX 28 PCI

The 28PCI was introduced in October 1952 for the 25hp engine which remained in production through December 1953, along with many other changes to the VW beetle and remained in service on all 36hp engine equipped VW beetles and transporters through the end of production in August 1960.

The 28PCI offered an improvement over its predecessor with the provision of an accelerator pump which helped engine acceleration and performance. Important jetting changes to the 28PCI accompanied the introduction of the 36hp engine in December 1953 and again when the 36hp engine was reconfigured in August 1954. For jetting specifications and chassis numbers refer to the 'Technical' page.

SOLEX 28 PICT

The SOLEX 28PICT was introduced for the 1961 model year on the 40hp engine (1192cc) for both the beetle and transporter vehicles. This carburetor retained the same throat size as its predecessor the 28 PCI but unlike it incorporated an automatic choke circuit. Furthermore, the carburetor body was completely redesigned with the accelerator pump circuit mounted on the right side of the carburetor instead of the front. Other significant internal changes are also apparent including placement of various jets and the manner of their design. The 28 PICT remained in service from 1961 through 1963 when it was replaced by the 28 PICT-1 which was essentially identical to the 28 PICT with the exception of the automatic choke circuit. The former had a vacuum activated piston which activated the choke butterfly whereas the latter was equipped with a replaceable vacuum diaphragm. The 28 PICT-1 was used on the later 40hp engines (those with square boss heads) for 1964 and 1965. An even later version of this carburetor, the 28 PICT-2 was offered as a factory replacement sometime after 1965. It differed from the earlier versions in that it has an external spring return like the 30 PICT-1 and later carburetors to help return the accelerator linkage to idle. All three versions of the 28 PICT carburetor have an active power fuel circuit which draws fuel directly from the float bowl under engine load or high engine rpm.

SOLEX 30 PICT-1

The 30 PICT-1 carburetor was first introduced with the new, larger displacement 1300 engine on the VW beetle for the 1966 model year. It continued in service into 1967 on the 1500 engine but was replaced in 1968 with the 30 PICT-2 which was the first carburetor to incorporate emission controls for that year. The 30 PICT-1 carburetor differs very little in appearance from the 28 PICT-1 and in fact mimics the design almost completely with the exception of a larger throat and venturi. Three versions of the 30 PICT-1 carburetor appeared on beetle and transporter engines during 1966 and 1967. Designated VW47-1, VW75-1 and VW105-1, the first two were used on the 1300 engine for 1966 and had an inactive power fuel circuit. The third version, the VW105-1 resumed use of the power fuel circuit like the earlier 28 PICT carburetors but omits the ball check in the gallery. This enables this carburetor to pull fuel directly from the float bowl more efficiently than the earlier 28 PICT carburetors and derivatives.