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 Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus

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PostSubject: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Fri May 31, 2013 1:17 pm

Latest addition to my pool of Aircooled VWs:

Matching Numbers All Around;
Current Missionary School Van;
November 1968 (Model year: 1969) Early RHD T2 Bay Window Walkthrough Microbus with Sliding Door on Left.
1600cc M-240 (Low Compression) 44BHP Matching Motor

Needs a ground up restoration but worth every penny its bought for.

Bought it for a Polish friend's Tour of Pakistan! The Polish friend named it as "Missionare" (German: means Messenger) for its life long service to humanity.



This is tell tale of Missionare's acquisition, 700KM journey back home and the restoration. Stay tuned as we embark on an exciting ride deep into the Early Bay world to explore what it is like to restore a half living auto-marvel from the past. 

DISCLAIMER: The thread would be creepy slow as I have two other projects running in parallel to this (a 65 Bug & a 79 Safari), so plz be patient but be assured that it would be another restoration cookbook, though this time on the subject of Early Bays.

Update on History of Missionare - July 16, 2013

*04 Documented Previous Owners
*1st Registration Date: March 04, 1969
*2nd Registration Date: January 01, 1975


1st Owner - Unknown as of yet (Owned from: March 04, 1969 To: December 31, 1974)
2nd Owner - Syed Rahat Ali Kirmani (Owned from: January 01, 1975 To: April 13, 2004)
3rd Owner - Syed Mohammad Zakaria (Owned from: April 13, 2004 To: April 13, 2010)
4th Owner - Amjad Yousaf (Owned from: April 13, 2010 To: June 16, 2013)
5th Owner - Yours Truly (Owned Since: June 16, 2013 To: Date)


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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Fri May 31, 2013 1:48 pm

All messed up engine bay with Matching 1600cc M-240 M-coded Motor




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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Fri May 31, 2013 8:00 pm

Lets have a look at some more pictures to highlight the BADs about the bus which would need sorting at war footing.

Foremost is this Sliding door that has been cut from the middle and has been converted to this awful looking piece of junk:



The trash looking dash and messy front cabin:


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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Tue Jun 04, 2013 9:53 am

Some more BADs:

The rear half moon air vents have been replaced with flat sheet metal resulting in reduction of air flow to the motor by 50%.


The messy engine bay with CNG installed.

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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Thu Jun 13, 2013 3:14 pm

reezvaan wrote:
Lets have a look at some more pictures to highlight the BADs about the bus which would need sorting at war footing.

Foremost is this Sliding door that has been cut from the middle and has been converted to this awful looking piece of junk:



The trash looking dash and messy front cabin:


Both these Bads are now sorted. A "complete" (minus glass) hard to find early RHD sliding door was just bought over the eBay. Needs work but will come out nice in hands of a quality panel beater. So were all under the dash vents/ducting, control levers etc.




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PostSubject: Some NOS Parts for the Missionare   Sat Jun 15, 2013 10:32 am

Finding Air-cooled VW parts locally is becoming a challenge by every passing day. In case of Bay window buses, its a real squeeze if one could get hold onto something Brand new or NOS. Somehow, I got lucky again and the contacts yet again yielded some more NOS parts, only this time for a Bay window bus - Missionare.

01. 1 Brand New Front Windscreen
02. 1 Set NOS Engine Support Foundations (V-Type)
03. 1 Set NOS Helper Rod Bushes 
04. 2 Sets NOS Brake Shoes
05. 1 Set NOS Heater Cables
06. 1 NOS Clutch Cable
07. 2 Sets (F+R) Wheel Cylinder Brake Washers
08. 1 Brand New Bosch Ignition Coil
09. 1 NOS BOGE Steering Damper
10. 1 1600cc NOS Pressure Plate
11. 2 Brand New Window Winders
12. 1 NOS Quarter Glass Knob
13. 2 NOS Accelerator Cable
14. 1 NOS Brae Master Cylinder Rebuild Kit

15. 1 NOS Heater Box

Also got hold onto used Bay window Rear Axles in excellent condition with CV Joints/Boots.


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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Fri Jun 21, 2013 1:44 pm

reezvaan wrote:
Both these Bads are now sorted. A "complete" (minus glass) hard to find early RHD sliding door was just bought over the eBay. Needs work but will come out nice in hands of a quality panel beater. So were all under the dash vents/ducting, control levers etc.




And now comes the RHD sliding door hardware and mechanisms from Nick. Everything, mechanism and catches, rollers and all, except the door handles (inner/outer).

The lower alloy roller


The U-Slider


The upper roller


The center catch


The lock mechanism

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PostSubject: The Purchase Decision & Journey Back Home   Mon Jun 24, 2013 2:53 pm

An account on the un-planned purchase of Missionare is overdue. 

I have never been a Bay guy. Always have loved earlier bugs and safaris and buses, the splitscreen ones. Some 6 months back, I received a call from a friend telling me that a bay window bus might be for sale in Khan pur/Taxila. My initial interest in the news was almost zero as I was knee deep in buying parts for Elk, my 1979 Safari. Later that night the guy sends me a mail carrying these following pictures;







Looking at these pictures, I thought, "what a waste of an early bay". As you can see nothing about these pictures was exciting enough to fall head over heals to buy the bus. The only thing that I liked about the bus was the fact that it was an early bay, which are getting rare swiftly due to frequent chop ups everyday.

I asked a couple of general questions and almost forgot about it all these months. Then on the 31st May, 2013, the same friend calls me and tells me the bus was still available for sale. Been done with collecting all the trekker bits and awaiting shipment of the same, I was weighing in the possibility of sending Patina for a pan off resto to a friend. I was still half decided when the bus comes up again. Half heartedly, I told the guy to send me fresh pictures to see what it looked like now after these 6 or so months. And he sends me these pics, again;







Despite the fact that the condition of the bus had deteriorated even further since it was caught last on cam, there were few goods on her still. For instance, all stock steelies were there (though are splitty wheels but all 5 there), the front and rear bumpers were on it, all interior seemed to be on it (even though altered and withered but was there which I later found out wasn't original). There were no signs of structural alterations anywhere to be seen in the pictures except the cut up sliding door.

The list of the wrongs was way longer than the list of the rights but a decision had to be made. Either by me or by someone else, because after all this was one of the very few early bay window buses still surviving in the country where these auto-marvels have been butchered shamelessly without remorse for yielding metal scrap.

Checking back on the documents and the numbers on the bus with the owner dawned it on me that the bus was matching numbers and was an early November 1968 make (model year 1969). It was sparingly used then, as a school van for a school owned by the owner of the bus and was driven by a driver single handedly who was driving it for last 6 yrs.

I gave the owner a call and it took me minutes to conclude that the owner was about it throw it away to butchers if he wasn't able to sell it soon enough. Next call went to driver's cell and I dug out as many details about the bus as many as I could, including mechanicals, electrics and repair history. 

Next fifteen minutes and an initial deposit was made to the owner on May 31, 2013 with a promise of collection of the bus in mid June after he had removed the CNG and had it restored on Gas. 

I made that buying decision due to the fact that I was almost certain of two things; 

one: the bus's fate (which I feared was grave), 
two: it would take more than a VW newbie to save/restore it. 

I felt strongly that it had to be saved for being an early bay even though it would take tonnes of currency notes, loads of parts and work hours but it was very much possible. If the feeling wasn't strong, I wouldn't have went for it, take my word for it.

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PostSubject: Journey Back Home   Mon Jun 24, 2013 4:46 pm

Finally the day of the collection had arrived. June 16th, 2013!

I have never so thoroughly prepared for a journey back home of a VW that I have ever bought as much as I did for Missionare. I carried two bags full of parts, mostly running/maintenance/performance parts and a few suspension/body parts; points, condensers, rotors, fuel filters, pipes, belts, plug wires, plugs, distributor caps, fuel hoses, fuel pumps. The list was in-exhausting including a 5lbs. FireExtinguisher bought specifically for the bus'd ride back home! 

Took Daewoo to RWP where the bus had been sent over to Khalid Sb. for cleansing of the ever dry fuel tank and fuel lines.

My first stop came at Mouqeem Autos for collection of whatever bay performance bits I could pick up as early as 9:30AM on June 16th. By 11:00AM I was at Khalid Sb's where Khalid Sb. himself was absent due to the fact that he was catering through the medical check ups his younger son was going through in connection with liver cancer.

Zahid was onto the bus when I arrived at the workshop, found installing an electrical fuel pump in the engine bay using cheap rubber fuel hose. I gave him a shout to STOP right there. Told the bus was not to be set up the casual way the PO has been getting it set up previously because it changed hands. And he listened while I dug out fuel pumps (a brand new Brazilian Unit and a refurbed German unit), carb (the Greek 30 PICT/2 rebuilt unit that I had brought in as spare long ago with ELK's First Aid Bracket), fuel filters and German thread breaded fuel hose.

Once he was done, the engine bay looked touch more stock than it had ever looked before. Here are before and after pictures;




During the course of setting up motor, the plugs were changed, so were the plug wires, coil (new era was preferred by Zahid even though I was carrying a blue bosch coil) and fan belt.

The engine bay was in a mess greater than I had anticipated or had wanted it to be after the motor was serviced. Two fuel filters were added, one b/w fuel tank and fuel pump (housed by full new German Thread Breaded Fuel Hose) and another as seen in the above pic, b/w fuel pump and carburetor. 

Before firing up the motor, Zahid was asked to adjust the valve clearance to following specs;

-All exhaust valves at 0.20, 
-All intake valves at 0.15 except on cylinder #3 which was also set at 0.20 due to the fact that it needs more cooling due to presence of the doghouse oil cooler over it

This is where Zahid dropped the ball and set up the valves using his personal judgement instead of using a filler gauge which later resulted in so many things later.

During all this service, I laid down to inspect the bus undercarriage/suspension thoroughly. The condition of the undercarriage was grave, though all there but grave. The suspension looked equally awry.

The interior was even worse. The bus is originally a 7 seater (2,2,3) walkthrough deluxe but the PO had cut the passenger side seat bulk head to accommodate the twin front passenger seat to enhance the seating capacity (another criminal structural hazard) of the bus as it was used as school bus hauling children to and from school.

The original 2/3 middle and the rear full length seats were there but seat backs were modified to add headrests! Both middle and rear seats were relocated and pushed backwards to accommodate a flat local transport like bench seat just behind the front seats to enhance the seating capacity. This flat bench seat (read "phatta") was bolted down to floor using two 10mm specs. bolts, one at each leg.

Even though it all looked like a nightmare but I was relieved to see that no further butchery was to be seen than the two major structural offenses, the cut up sliding door and the missing passenger side walkthrough bulkhead.

While I was into detail inspection of bus, I swapped out the crappy "Suzuki Mehran" shifter knob with the stock brand new Brazilian shifter knob from my stash, pictured below:


The crappy Datsun 120Y broke window cranks were swapped out with the two brand new Brazilian window cranks too:


So was the Driver's side Suzuki Bolan rear view mirror with the stock steel bus mirror:



Meanwhile, Zahid moved to valve adjustment and this is when I snapped up a couple of pictures of the round boss heads:


Once he was done with motor, he started the bus up. Thats when we realized the Battery had no juice enough to support a few cranks. I noted the requirement of a new battery in my memory. Once the bus was started, we moved onto brakes, it was then when the PO driver made his point that the driver side rear wheel was no more a part of the braking system due to the fact that one of the two wheel brake cylinders was broke and since he couldn't find a replacement cylinder he disconnected the wheel from the braking system. Brake service had to wait right then.

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PostSubject: Journey Back Home - Continued   Wed Jun 26, 2013 10:06 am

Standing there and waiting for a miracle to happen was useless. There was no help coming in connection with the broke rear wheel brake cylinder. Missionare had to be moved, with marginally working brakes on three wheels.

Its then when I decided to give her a move. Winding money matters, with a marginally working battery, I revved her up, she did wake up with a very sluggishly working starter and I left the workshop. The moment I had hit the road, I realized that all that money was wasted. There was virtually no power under my feet. It seemed to me that the cylinder heads were leaking and thus resulted in severe power loss. Despite me specifically telling  Zahid to tighten the head studs which I knew would have been swollen due to CNG usage, he had failed to comply.

I didn't stop, neither did I take a U-turn. I kept on moving and took the bus to Ustaad Asghar/Shaani, the two ppl who knew my driving preferences and my VWs well. Shaani was immediately onto the job. He adjusted valves after tightening the heads and swapping out the two tappet adjusters. Carb was rebuilt freshly using a NOS rebuild kit. Timing was adjusted and Missionare was revved up again. This time the Matching Nos. 1600cc SP responded well and I felt power under my feet, enough to propel her to Multan.



Cut up rear Engine Tin and tail light lenses were swapped out for good/new ones. All wheel bearings were checked and the passenger side front wheel bearings were found worked out. But there was no time. It had already been dark and I had a couple more destinations to be at before I could hit the road for Multan.

Later in the night, around midnight, I left Askari 11 after collection of promised left over Elk parts from PO's residence. Got the tank re-filled for the first time (which I believe would also have been the first time in a decade since PO never used the bus on Petrol). Tyre pressure was checked and thats when I realized my biggest challenge on the journey back home wasn't going to be mechanical. All four tyres were dry and hard and I knew they would give in soon enough on high speeds at M2 after getting heat up. But there was no option at that time of the night to swap them out with new ones so I marched on.

Hit the motorway quarter past midnight. The SP 1600cc was doing well in minutes and the confidence started to build with speeds gradually increasing to roughly 100km (odo was out due to non-existence of the speedo recess dust cup at the passenger wheel). First 50kms were eventless. 51st wasn't though. Exactly 4kms from chakri, my worst fears started to come alive. The rear passenger tyre was first to give in with a bang. I stopped over, swapped out the burst wheel with the spare one and was back on road.

Made a stop at chakri, had two good used tubeless Eurostar 195/65/15s bought for a whooping 6700 and mounted on two wheels and both were put to work on the rear. I was tired of all days excursion and had started to feel sleepy. So decided to take a break and went to sleep on rear bench seat at chakri service area until it was dawn.

Hit the road again at waking up. Was about 15kms from Kalar Kahar when the front driver side tyre gave in, again with a burst. Two more good used tubeless Eurostar 195/65/15s were bought for another 4500 and were mounted at the front. With all four wheels now replaced, I felt quite a bit of peace of mind. The probability of encountering another tyre burst had been reduced to minimum.

The tank was refilled at Kalar Kahar again and the mileage was noted at just over 11kmpl (26mpg) which was heartening. The SP started to do well again at speeds over 100kmph. Its when I made a stop just after Bhera to check on the SP as well as on tyres. These pictures are from that stop.









And a look at the new (though used) shoes

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PostSubject: Journey Back Home - Continued - The Series of Nightmares   Wed Jun 26, 2013 11:42 am

A few minutes of respite and I was back on road. I hadn't traveled farther than couple of KMs when I heard the motor rattling more than it was supposed to, with all the seals missing & with engine front tin missing. Not to mention the loose engine hatch. I pulled over and had a detailed look at the motor. Ran the usual dipstick check (whether too hot to touch), check the manifold aperture temperature. Everything seemed fine except a slightly leaking fuel pump base flinch. Even more detailed visual inspection revealed oil dripping from the oil pump. With tool box handy, I tighten the oil pump plate bolts and cleaned the surrounding area to check back later for any further leakage. Checked the oil level and it looked only a touch low. I was carrying all correct grade fluids with me, brake oil, transmission oil and motor oil. Topped the motor up with less than a quarter ltr. oil and hit the road again. The rattle didn't die or minimized. Now that caused me confusion.

I pulled over again and this time I removed the valve covers and checked all valves for correct adjustment. Everything seemed fine and upto specs. which made it all more confusing. The leakage from oil pump plate was stopped but there were still couple of drops of oil on the road, which i thought were from the seepage of the oil previously leaked onto the block. This is where I made the gravest of the mistakes because I was wrong (as proved later). The motor was touch hotter than the usual temperature level too. I decided to give Missionare a respite while I mulled over the possible causes of the rattle.

There wasn't much that I could think of at that moment other than a valve dropping in. And I know from VW experience that if a valve drops, it first has to be the valve #3 because of excessive work it has to do due to presence of oil cooler on top of it which also makes it run hotter than all other valves. So I decided to double check the valve#3 while I was parked and thats what I did too.

It looked and gauged fine but still at a precaution, I set it even looser than spec of 0.20. In another 15mins I was back on road. With every passing KM, the rattle increased. Thats when I decided to give Shaani a call to discuss the situation. And we discussed, he suggested that a connecting rod bushing might have given in and I shouldn't be driving the bus further otherwise I would do further damage to the motor. I was at about 1KM from Pindi Bhattian Exit at that moment, at the Faisalabad Splitway. Thats when I decided to park the bus and call for a replacement motor.

I found a low miles/recently rebuilt long 1600cc DP block from a late bay with Haji Mechanic at Pindi. A deal was struck and I paid him cash in RWP through a partial bank transfer from Multan before he could leave with the long block to swap out the matching nos. motor. And a long waiting spree started.

Haji, Tahir and Safdar (Denter) arrived very late in the night, by then I had stripped the bus from rear bumper, rear removable apron and the motor block so that the replacement could be underway as soon as they had arrived. During all the wait, I was parked right next to Motorway Ambulance right at the Faisalabad Splitway where they two M2 Emergency Service Staffers Waqas & Naeem presented me with dinner and watermelon and we had all sorts of chat. The two souls, I can not thank enough for their hospitality and quality time.

Once the motor had arrived, we started to swap the motor. A new bell housing seal was installed since the motor was out, from my parts back. The following two pictures are from the same exercise. Note the timestamps of the pictures which would give you an idea of how long exactly I had to wait.



By the time we were done it was already 6AM. Bus was revved up but it was misfiring. Turn by Turn, in pursuance of the cause, complete ignition system parts were swapped with brand new items from my parts bag, valves were adjusted but nothing helped and we were two hours into the efforts already with a drained battery and we were at push starts.

Eventually we realized that the distributor shaft had excessive play and had started to miss distributing current at un-even intervals. It was decided that we move ahead to Sukhekhi with the way the bus was performing to have breakfast and have another look at the problem at Sukhekhi service area.

So we moved ahead and next 45-50KMs were covered under the same underperforming conditions. Had breakfast, had another look and nothing improved. To ad insult to injury, there was no battery recharge facility anywhere on the motorway to be found.

After another hour's hassle, moving ahead in the same condition was decided to later get the problem sorted out at LHR which was no more than a 100KMs away. Haji Bros. took their leave after getting paid and I moved slowly towards LHR. After 25 odd KMs the motor was excessively hot due to consistent over working in an effort to perform due to misfiring. I stopped at roadside to cool it down a little. After half an hour when I tried to start the bus, I realized the battery had died altogether and there was no way I could start the bus. It was surprising because by all that running, the battery should have been charged as the alternator was known to work perfectly when I had left RWP.


M2 Emergency Service 130 was called and they sent in the mobile workshop for help which arrived after a wait of an hour. They helped me push start the bus eventually and I was back on road. At sheikhupura exit, I decided to take the exit to get the battery charged and to have a look at the charging system. When I reached the electrician, they were having loadshedding. An hour of wait and the electricity was back but only gave an hour to charge the battery which was already half way dead.

Eventually after a couple of hours I left for LHR this time via GT Road. I was hardly out of sheikhupura when the bus died on me. That I knew was due to drained battery and the alternator wasn't working. Being too done up by last two days' excursions with the motor and driving, I had it lifted to Mian Akram in LHR through recovery service.

By the time the bus arrived at Mian Akram's it was already 8PM on 18-06-2013.

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PostSubject: Journey Back Home - Continued - The Reconciliation   Wed Jun 26, 2013 1:20 pm

Mian Akram and I started at the motor straight away. I have worked with him in the past too. He is a "by the book" guy so I love his work. I knew Missionare had a better chance at making it to Multan under her own power now than ever before in the hands of Haji.

The old distributor was swapped out with a mint used one from Mian Akram's stash. He did and re-did everything on to specs and by 1AM bus was ready to be revved up. We jump started it using a borrowed battery and the bus was up like a reborn soul. A few final tuning strokes at the dizzy and the carb jets and the bus was purring. A relief at last!!!

It was then that the bus died and upon inspection it was found that the fuel was out. I wasn't ready to believe that because according to my calculations there should atleast have been over 30ltrs of fuel still left in the tank (fuel gauge was not working from the start).

We decided to check the fuel line and soon found that the German Thread Breaded Flexible Line under the tank had wounded itself around the clutch cable due to the fact that Faisal (aka Chaudhry) Khalid Sb's son had failed to group it to the holding tab under the body. The fuel line was unwounded and was put to proper tabs and the bus was back up with fuel flowing freely to both filters/new fuel pump. It was 2:30AM by the time we were done with the motor. Now the only disorder remained was electrical, i.e. of alternator not charging the battery which needed sorting.

Early in the morning I drove the bus to Arshad Sb. During the course of finding fault, Naveed found that Alternator and VR were working perfectly but the main line was broke inside the insulation thus a faulty charging system which when fixed, made things right.

But I had resolved to get things right all the way now, so I went for a starter service which was sluggish as hell. A new Starter Bushing was installed (which also proved to be a PITA and ate up 4/5hrs.). A brand new NS 85 Battery was installed and by the evening we were all set to head home.

Everything had been looked at and I expected Missionare to had an eventless journey back to Multan from LHR now. I made a pitstop at Lahore Autos and picked up last of his pair of CV Boots as two of the CV boots on Missionare are torn, a speedo recess dust cap, a few tune up parts and an early NOS ATE Wheel Cylinder for a bug.

With meal in the belly, tyre pressure checked and tank refilled I left LHR for Multan for an event less journey back home! I made home at the morning of 20th June after 3 days journey filled with hassles, lined by number of break downs and a life time hobby lesson!!!

Stay tuned for a series of DIYs on corrective actions and making things more reliable with Missionare.

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PostSubject: An Overview & Putting Things Right   Wed Jun 26, 2013 2:01 pm

Making home was one thing and getting the bus to do it should do, and reliably, is another.

The moment I had arrived home with the bus, everyone in the family looked disappointed at the condition the bus was in and rightly so because I felt no different too. But this is my first bay and I am not willing to give up on it. Not because I have already bought it, but because I know this early bay window has tons of potential in turning out to be a head turner someday, with right amount of money and effort invested in it.

If it just had to be a bay window, I have had the opportunities with many other later bay windows but I knew if I had to own a bay window it had to be an early one, for a number of reasons which I would account for in another post(s).

The bus was a real mess in itself when I looked at it real closely once it was parked inside my porch. Lets take a look at it.

First the messy/horrible interior: And in interior, the cut up Walkthrough Bulkhead is the first highlight




The PO cut the "rare" Walkthrough Seat Bulk head to accomodate an aftermarket front seat to increase the seating capacity as the bus was being used as school van, thus more seating capacity meant more money. Pathetic, isn't it? Yes it is and sickening too!

This loss of walkthrough bulkhead/original front walkthrough seat would have been enough for many to runaway from buying the bus, I know but it wasn't for me. Not because I am superhuman but because this bus deserved to be saved! This loss is NOT just the loss of the rarity in itself but also a loss of seat tracks as well as M-Code Plate too which is mounted mid-way on the passenger bulkhead. No wonder my contact couldn't locate the M-codes when I asked him to look for them while making the deal on buying the bus!

But, let your hearts not be troubled. This mess has a way out and it is already in the works. I bought a passenger side bulkhead (pedestal up) as well as seat tracks from a 68 walkthrough in USA the moment I had arrived back and these are already in shipping. Here is a look at these parts:



That leaves the walkthrough front seat and M-Code to be sorted. The walkthrough seat frame would be brought in like the bulkhead/tracks. I am afraid there is no way I could get the original M-Code plate on the bus but this too has a way around it, yes the Birth Certificate from VW Museum!

For the moment I have left this aftermarket seat setup as it is. The seat would be removed once the bulkhead arrives with seat tracks.

Now lets have a look at the original but modified middle and rear seats as well as the headliner:


Nasty, isn't it? But trust me there are goods about these. The original integrity of the middle/rear seats hasn't been touched other than the addition of the headrests. The legs are all there just that both seats have been relocated backwards to accommodate a bench seat just behind the bulkheads that I have already removed as you can see it no where in the bulkhead pictures.

The headliner bows are all there, with none missing, so redoing headliner wont be a biggie by a veteran like Zaheer/Ishaq.

My next preference in connection with the interior is the relocation of these middle/rear seats to their stock position.



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PostSubject: An Overview & Putting Things Right - Continued   Wed Jun 26, 2013 3:16 pm

A couple more interior pics showing the condition/mess:





Messy but quite a bit stock looking motor, dont worry about the bastard wirelooms as restoration of stock wirelooms is already in the works since last night


Missionare was sent for pressure wash to help access the undercarriage condition, which was found pretty grave but at all the typical bus rust places


Here is what would be needed for rust repairs, the sheet metal list:

Outrigger & Jacking point, Front Left, 68-79, AC
Outrigger & Jacking point, Front Right, 68-79, AC
Outrigger & Jacking point, Rear Left, 68-79, AC
Outrigger & Jacking point, Rear Right, 68-79, AC [10]
Outrigger, rear, left, behind jacking point, T2 68-79, AC
Outrigger, rear, right, behind jacking point, T2 68-79, AC
Wheel Arch, Complete, Front, Left, T2 68-7/71, [10]
Wheel Arch, Complete, Front Right, T2 68-7/71, Repro
Cross member front centre, 68-79
Cross Member Centre Rear T2 68-79 req mod (centre cut out)
Seat belt anchor repair, Front, T2 68>, Left
Seat belt anchor repair, Front, T2 68>, Right
Inner sill, left, 68-79, AC
Inner sill, right, 68-79, AC
Sliding door lower track and middle sill LEFT (RHD)
Middle Sill (strengthener) not for sliding door RHD
Outer sill(not s/door side) L/R, Gen VW
Sill under sliding door,68-79 door-left, 68-79, Genuine
Wheel Arch Closing Panel Rear Left 68-79
Closing panel rear right 68-
Battery Tray, Right, T2 68-7/71, Reproduction [10]
Rear corner lower right, -7/71 [5]
Rear corner,lower left, -7/71
Lower front panel, 68-72 Tall to head lamps [10]
Front panel (to screen) 8/72-79 [10]
Indicator block off plates pr [10]
Front valance lower inner, double skin, 68-7/72 [10]
Windscreen frame,inner, 68-79 complete one piece.
Floor repair 68-72 RHD/Right
Floor repair 68-72 RHD/Left


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PostSubject: An Overview & Putting Things Right - Continued - Undercarriage   Wed Jun 26, 2013 3:31 pm

After the bus undercarriage was washed, I started off with the front suspension cleanup and lubrication and yes, this time I was able to find the correct high-pressure NLGI grease which was pumped using the brand new heavy duty grease gun once the crud/caked dirt was cleaned off from the front beam. Lets pictures do the talking about the condition under the front cabin and rear cargo area - in no particular order;









Grave, I know but this shall look little better in some days with some (read huge) elbow grease. All BJs are shot and so are tie-rod ends. Steering Box needs adjustment/servicing. Gear Shifter Bushings are all shot.

Pictures show the mess of the bastard wires which is now being corrected as I have already started working on restoration of the stock wirelooms. Both throttle and clutch cable have been wrongly passed under the carriage outside their designated tubes. Will correct that along the way too.

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PostSubject: An Overview & Putting Things Right - Continued - Undercarriage   Wed Jun 26, 2013 3:53 pm

Once I was bored of all the cleaning/lubrication of the front end, I shifted to Wheels and spent sometime with them too where I installed hubcap rivets and stock domed hubcaps from my stash to reform the look on them





Removed the front aftermarket foglights

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PostSubject: Replacement Heater Boxes and Wiper Assembly   Wed Jun 26, 2013 4:14 pm

Missionare's heater boxes are in pathetic condition as was expected and are welded to the locally fabricated muffler due to lack of availability of Muffler mounting kit. It was all discovered when we were swapping out the motor at M2.

Located the good condition heater boxes in RWP and brought them in which would go on at a suitable time next.


A complete wiper assembly along with hardware and switch was also picked up as a spare




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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Wed Jun 26, 2013 6:42 pm

Dear Reezvan:

I am overwhelmed just reading the summary of the journey that you just completed...wish i could have been with you in you journey....you are indeed a man of hard resolve....Mash Allah...
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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Thu Jun 27, 2013 10:46 am

javedmoin.javed wrote:
Dear Reezvan:

I am overwhelmed just reading the summary of the journey that you just completed...wish i could have been with you in you journey....you are indeed a man of hard resolve....Mash Allah...

Good to see you following on here @javedmoin.javed. Glad to have a brotherly enthusiast from the neighborhood. Thanks for your kind words.

Well during the course of this three day journey, I too wish I had a companion atleast to chat with and share the experience. Well about hard resolve, I've a "can do" attitude. If I would have decided to leave the bus behind or would have decided to get it carried all the way to Multan (which was even cost efficient than getting it fixed there and then) I would have regretted the decision, I know. Its just unlike me to leave my VWs to others.

I did consider getting it carried to Multan though, at a point in time when it was with a dying motor but then I thought what fun would that be? I mean this is what the hobby is about, breakdowns, fixes and break downs and fixes again. These cars are over 45yrs old and have been molested and butchered over the decades so what to expect from then if not the breakdowns? Unless you spend time with them to make things right and give them a new life, bringing them back from the dead.

Stay with us and lets make this early bay alive yet again, with all the glory that has been lost over the years.


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PostSubject: Putting things right in the Engine Bay   Thu Jun 27, 2013 12:04 pm

Well we know how the engine bay looked on Missionare from pictures shared in previous posts. Other than dust, there is crud and caked dirt and rust. This all was primarily for a couple of reasons, one: missing engine front (bell housing) tin and two: the missing bell housing & engine bay seals. The missing front tin made it possible for the blowing fan to suck in all the dust/dirt and deposit it inside the engine bay and onto the cylinders. This is serious, if you know what hazards could the caked dirt could cause to your motor by making it run hot all the time.

Whenever I get a VW, my priorities are strictly mechanical to make the VWs run better and more reliably. When the Matching Nos. motor had broken down at M2 on way back home, during swapping the long block, I have had the brand new Bell housing seal installed from my parts bag, but the front engine tin and the engine bay seal couldn't be installed because there was no tin to install on the road and even though I had the engine bay seal, we didn't have time to do these details on road. So both these tasks were put off until the bus was home.

I had the non-doghouse front tin in my stash at home but it was all rusted and caked. So it had to be serviced and painted before it could go on:



Once done with installing the freshly painted front tin, I was onto cleaning the engine bay. Elbow grease, scotchbrite and liquid dishwash looked like a winning combination. Even though I have cleaned the engine bay quite a bit but still its long way from being done. Lets see some pictures where the OG paint of the bus has finally peeked out - first the detailed BEFORE pictures:








And now the slow & gradual transformation:





The last pic shows the OG paint of the bus that is fairly untouched at the engine bay roof and has never been resprayed on because of all the caked dirt on the roof. As can be seen, this errand is far from over and the things would move on, gradually, over the next couple of days to completely transform the engine bay making it look as clean as possible.

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PostSubject: Eliminating the Wiring Hack Jobs and Reverting Back to Stock Wirelooms   Thu Jun 27, 2013 3:29 pm

Bored and tired of the engine bay clean up, I attended to wiring hack jobs, in the engine bay and along the belly of Missionare as well as under and inside the front cabin.

The stock wirelooms are all there, just left idle and mushroomed over with hack jobs. Had to call it quits for the bastards. This is what has been removed from under the belly/engine bay and inside the front cabin:



There was just a single relay that was OG, a Headlight relay. Rest all were jap craps. Though the wiper switch and headlight switch are stock (a pleasing surprise) and so is the turn signal switch. There was no flasher, no horn. The ignition switch is an aftermarket unit that has been mounted in the dash after cutting up a hole where as another burnt aftermarket ignition is still housing inside the steering housing which would be removed and this operational aftermarket ignition switch would be mounted on the steering housing for the moment.

Fuel gauge isn't working (has a broke ground tab) the cluster looks ok but has an aftermarket fuel guage installed. There was a whole mess created by the AMP gauge wires (second pic) that was installed underdash in a separate pod.

A look at the RHD specific dash cluster and inside the cabin:





PO has for some reason, patched the reverse light body cut ups which would need to be restored soon. The tail lights were in the most pathetic condition. I knew it from day one when I had swapped out the broke lenses for new repro ones at Khalid's.

My Elk stash yielded two OG Hella tail lights to be donated to Missionare. These Hella units came in the parts bag with Elk when it was bought.



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PostSubject: Slow Recovery in the Front Cabin   Fri Jun 28, 2013 11:45 am

The cabin is a mess, with all kinds of oversprays everywhere, from dash to dash pad and cluster and vents and grab handles and under the dash heat ductings. Since its all disassembled, it is a good time to slowly bring the goods out in the front cabin.

The dash pad/trim was one of the badly oversprayed areas from last two oversprays, sunshine yellow and before that a beige? Had to be worked on. Thinner does the trick for the upper layer of the sunshine yellow but the beige being too old needs careful scrapping b/w the grained texture of the dash pad. Its pretty slow recovery, from this;


To this;



But its surely working which is heartening. An easy way out would be undo the 6bolts that hold the dash pad/trim down to the metal dash and replace it with a used imported unit but then bringing in a fragile & old dash trim is not without probability of it being damaged during transit and wasting all the money spent on the part as well as the shipping of the same.

Cleaned out the oversprays from the driver's door lock and the door stricker plate as much as it could be while both of them are mounted still on the bus. Will later be disassembled and serviced in detail.



Cleaned out the VIN tag on the driver side bulkhead too


And the door hinges



Had to pull out the steering wheel to correct its idle orientation. In no way it was coming off as was rusted at the grooves, had to improvise and pull it out using the bearing puller



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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   Sat Jun 29, 2013 11:53 am

reezvaan wrote:
After the bus undercarriage was washed, I started off with the front suspension cleanup and lubrication and yes, this time I was able to find the correct high-pressure NLGI grease which was pumped using the brand new heavy duty grease gun once the crud/caked dirt was cleaned off from the front beam. Lets pictures do the talking about the condition under the front cabin and rear cargo area - in no particular order;





Grave, I know but this shall look little better in some days with some (read huge) elbow grease. All BJs are shot and so are tie-rod ends. Steering Box needs adjustment/servicing. Gear Shifter Bushings are all shot.

Pictures show the mess of the bastard wires which is now being corrected as I have already started working on restoration of the stock wirelooms. Both throttle and clutch cable have been wrongly passed under the carriage outside their designated tubes. Will correct that along the way too.

The bastard/hack wiring jobs undercarriage is all sorted and eliminated with the full stock wireloom restored. Time to hook up everything is near, may be later tonight or over the weekend.

The undercarriage is now 100% free of running around bastard wires. The clutch and throttle cables too, have been re-routed through their designated tubing. Here is the new, more stock alike look of undercarriage on Missionare from this morning.



In next phase of undercarriage DIY, everything undercarriage would be cleaned of the gunk/crud/caked dirt and every moving bit would be thoroughly lubed and attended in detail. Stay tuned.

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PostSubject: Getting ready to hook up the stock wirelooms in decades (perhaps?)   Sat Jun 29, 2013 11:00 pm



Above parts are being contributed to the restoration of the stock looms on Missionare from my 181 stash.

The 10 places fuse box isn't low light bay correct but since I dont have the correct 10 places fuse box at the moment so this 181 box looks pretty usable. The correct fuse box for Missionare year is shown below:


So is the flasher relay. The flasher relay you see in first pic is the late bus type (4 pin) where as earlier bays take 9 pin flasher relay just like the split screens. The correct 9 pin flasher relay is shown below:


So lets just get started with what we have at the moment and we would see to these details for year correctness later. Shall we? Smile

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PostSubject: Year Correct RHD Front Walkthrough Seats    Sun Jun 30, 2013 11:42 pm

Just picked up this nice pair of OG Trim year correct RHD Front Walkthrough Seats for Missionare on Ebay:









They are still in factory trim just ind of dirty otherwise perfect.

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PostSubject: Re: Missionare - 1969 Early/Low Light RHD T2a Bay Window Walkthrough Microbus   

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