Jay Salser Posts

’67 Beetle Idle Cut-off Valve

If your Deluxe 1967 Beetle has a 30 Pict-1, VW 105-1 carburetor, you will have noticed, as in photograph #1, a little “canister” protruding from the passenger’s side, right at the generator. If you have not noticed this “canister” maybe yours has been replaced by a simple brass jet.

Volkswagen called this “canister” the Pilot Jet Valve. Today, it is called variously, although most people call it the Cut-off Valve or Idle Cut-off Valve.

Volkswagen carburetors have a brass jet which is called the Idle Jet. When the car is not in motion, for instance, the accelerator pedal is not being pushed. But we want the engine to continue to run so that when we are ready to start moving, the engine will be ready for that operation. The idle drilling draws gas, using vacuum, to keep the carburetor feeding some gasoline/air mixture to the engine—enough to keep it running at low rpms for us. The brass jet usually is marked g55 for many Beetle carburetors over the years.

The cars of yester-year sometimes had a tendency to “diesel”—that is, to continue running after the key was turned off. The Volkswagen was no different. Probably most of us have experienced this problem at one time or another. A VW mechanic tells me that dieseling could be due to a leaky gasket or a high fuel level or pressure. Such conditions would cause fuel to continue to feed through the idle port and cause the engine to run—usually very jerkily—ka-Chug-a–ka-Chug-a….

Kenneth Yeo’s ’67 Beetle


Our good bud, Kenneth Yeo of Singapore sends the following summary of a recent Volkswagen Reunion. Upon reviewing Ken’s Featured Article, you can realize the importance of this event. Owning and maintaining a Volkswagen in Singapore is extremely expensive.

Hope this finds you well. Just keeping in touch and happy to have just returned from a local VW meet up. Celebrating Singapore’s 50th year of independence, we organized a breakfast meet, swap and drive where 38 air-cooled VWs showed up. Some extremely rare Ghias, Kombis and Type 3s made for a great atmosphere (well, rare in Singapore). This is probably the biggest turnout in over 10 years.

More importantly, we managed to get the four surviving ’67 Beetles together after about 12 years. :) Someone was always too busy. All are still largely stock, with their original registration plates, and driven daily. I attach a few pics of our event, including the four ’67s.

Keep bugging! :)

Undercoating Vintage Volkswagens

Undercoating Vintage Volkswagens

Digging in the archives here at 1967beetle.com, we wanted to put this article in the spotlight once again.

Foreword: Rather than to address “undercoating” as a general topic of discussion, I’ve tried to keep the focus upon undercoating as it related to Volkswagens through 1979 and as it relates, now, to the vintage Volkswagen hobby.

Undercoating has around for years and years in the world of vintage Volkswagens.

The theory behind undercoatings is that a barrier could be created to prevent the infiltration of moisture. Undercoatings themselves had no rust-inhibitive qualities. They simply have been intended as a barrier.

VW dealerships sold the service to new car buyers as a preventative measure to guard against rust. It was a money-making operation and dealers loved it. Especially was it offered in the colder climate States and especially where salt was used on icy roadways.

Recently, I spoke with a former VW trained specialist. He described the undercoating procedure as he observed it. He said that the dealership where he worked had one bay with a lift, “in a dark corner”, where the “nasty” undercoating took place. He told me that it was part of a money-making effort by dealerships in the make-ready department. Undercoating was applied using a hose and gun working from a 30 gallon barrel of material.

I have had my doubts over the years about its effectiveness in sealing the undersides of a vehicle as a moisture barrier. Here’s why. I was in the painting industry for almost 30 years. If there is a coating, I likely have seen it or read about it. In my experience, despite all claims to the contrary, coatings will fail. There is no “eternal” coating. I’ve heard claims that “you’ll never have to paint again”. Why can’t this be true?

Undercoating Vintage Volkswagens

It can’t be true because of expansion-and-contraction problems. When the base material—wood, metal, plastic—expands or contracts, the coating is going to suffer, eventually. Some coatings are better suited than others. But the fact of the matter is that coatings fail.

Metals, especially, are given to fluctuations from heat and cold. They will expand and contract more, and more quickly, reacting to weather and usage conditions.

What’s another problem? It’s the fact that the underside of a vehicle is not a continuous sheet of metal. Not at all. The undersides of vehicles are composed of pieces that have been fitted to form a unit. This could be through a continuous weld or spot-welding or with nuts and bolts and washers. There are joints. Every place where there is a weld or a nuts-and-bolts joint, expansion rates will differ.

As well, the application of undercoatings must completely encase all of this in order to form a viable covering—it must be seamless. This doesn’t happen.

The next issue is that undercoatings historically were shot onto factory painted surfaces. In order for a coating to adhere, there must be the possibility of adhesion. Slick surfaces will not offer such adhesion possibilities. As a result, I have been able to remove portions of undercoatings on Volkswagens simply by using compressed air. Sometimes, I have been able to remove it in sheets, simply because of the lack of adhesion. I can imagine that vibration over the years helps to loosen poorly adhered coatings.

Should I Purchase a ’67 Beetle?

For Sale – L620 Savanna Beige ’67 BeetleIt is difficult to speak to this subject without stirring some controversy. Although I recognize that situations vary, in general I believe in what I detail below. Also, I realize that my views are not necessarily endorsed by 1967beetle.com. However, it is because of 1967beetle.com that I have gelled my thoughts into what “makes me go” these days regarding a Policy of Conservation when it comes to the Vintage Volkswagen Community.

Because I have remained active in the Volkswagen Community for many years, daily I find myself being asked advice on one thing or another. Giving advice requires that a person not only have some degree of knowledge but that he also be able to give direction.

Do we turn right here or do we turn left? We certainly can’t do both. And, to do nothing could be disastrous. To give an indiscriminate signal or, worse, just throw up the hands and let the car do what it will, makes no sense. That’s part of what goes on in my mind when I am asked advice.

I spend countless hours giving counsel to people who call, write or come to see me about buying a vintage Volkswagen. Since meeting Eric Shoemaker and 1967beetle.com, I come into contact even more with persons interested in buying, specifically, a 1967 Beetle.

One of the most common inquiries regards purchasing a ’67 for a son or daughter to use for driving to and from school and their jobs. Safety for the child is one of the major concerns voiced.

Two factors immediately come to mind when I hear that a parent is contemplating the purchase of a vintage vehicle for a child:

  • A vintage vehicle is an old car, to begin with. No amount of “restoration” is going to change that fact. Owning a vintage vehicle is not a money-saving measure. Some parts are scarce and, as a result, are difficult to obtain and can be quite expensive. This often leads to the economy of using inferior parts. This further moves the situation to the next concern…
  • A vintage car is not a “safe” vehicle for a person of any age. But, especially it is a poor idea to prepare a vintage vehicle for a child. By reviewing the insurance stats, we immediately can see that rates for young people are high. There’s a reason—children are an increased risk due to the number of accidents they have.

Armed with this increased risk of accidents, we must face the fact—a vintage VW is not a “safe” vehicle. There are no air bags, no crush-factors, no power steering, no power brakes, no safety glass and no real safety seats and seat belting. We can do our best but in the end, what we have is a car which is known to be substandard when it comes to safety.

There is a third factor that jumps to mind when I hear that someone is contemplating the purchase and restoration of a VW for a child. That is the fact that these cars, which rapidly are becoming scarce in good running, driving condition, should be conserved—not used for a child’s “first car”. We get carried away with thinking how cute it is going to be or how great it was for us when we were young and had a VW. Times have changed. We all know that youth plus vehicles usually results in disaster to some extent or other. Often this means that another VW is put out of commission—usually for good. Oh, I know—that boosts the value of my Beetle…but, at what cost.

Rees Klintworth’s ’67 Beetle

Featured ’67 Beetle — Rees Klintworth

Digging in the archives here at 1967beetle.com, we wanted to put this fantastic article in the spotlight once again. A huge thanks to Jay Salser for his edits, etc.

Tell us about the history of your ’67 Beetle.
My great-grandfather purchased a used 1967 Volkswagen Beetle, painted Volkswagen Blue, in November of 1967 (it was built in August of ’66 so I’m assuming that the previous owner had it for about a year). He drove it a fair amount until his death, when my grandfather inherited the car. It ended up at my grandparents’ house, and when my dad was in high school it was really never used (although it still wears the dents he made with a golf ball). When my dad went to college, however, he ended up driving it sometimes, because it was economical and he wasn’t too concerned about anyone breaking into it. Although my dad never hated the car, it just really wasn’t for him. As a result, in late 1986, it was put into the garage at my grandparents’ house. Aside from being rolled from one garage stall to another in the late 1990s, it was absolutely untouched, complete with a half tank of gas (yikes!) and the battery still connected. Over time, it was filled and covered with all sorts of things—used as an impromptu rack and an occasional cat toy.

Growing up I always knew about the car (we live next door to my grandparents), but I never really thought much about it. Around the time I was a junior in high school, however, I started to see dollar signs as I thought that maybe I could sell it and make a little money. I knew zero about cars so that began to fizzle. Right before senior year, a friend who likes cars started asking about it. We decided to start working on it, working sometimes only once or twice a month. Our goal was to get it started, because we knew that a running car is worth a little extra. We replaced fuel lines, got a new fuel pump, replaced spark plugs and the ignition coil, among other things, experiencing our fair share of misadventure along the way. I remember that every time we made a little change, we would sit there cranking it, praying that it might cough to life.

Finally, in November, we had just replaced the ignition coil and I popped into the driver’s seat and turned the key. Instantly, it roared to life. Although there was still a lot of work to be done to make it road worthy, I knew at that moment that I could never sell the car. That day we made it up to a roaring 5 mph (the carburetor was in desperate need of a rebuild). In the months that followed, we got new tires, replaced the master cylinder and each wheel cylinder, rebuilt the carburetor, and performed other minor maintenance. Now I’m a freshman in college and the ‘67 has become my daily driver. It’s so cool to think that 30 years ago my dad was on this same campus with this very car. For the most part everything is completely original (and rust free!), aside from slightly larger tailpipes, a new radio (that was built to look like a period correct Volkswagen radio), speakers, and other very small items. Paint and interior, while not perfect, are 100% original.