April 2024 Update

Hi All,  

First, updates on the latest product announcements, then some ongoing and future items.

 K24z Honda conversion parts for Vanagons!

The second K24z beta group parts are being powdercoated now!  We're up to 10 members of the two beta groups, and the second beta parts saw a revision of the main engine plate from a single piece into 3 parts so the bottom plate can be removed for easier access if needed. It's also much less expensive in terms of shipping costs. 

Used to be you had to pick either the reliability of the Zetec, or the power of a Subaru, now you can have both reliability and power in your van!  

There will be a couple turnkeys available this summer, but they are *not* cheap. Going the K24z DIY route has an even proportionally bigger savings than the DIY zetec/turnkey. Expect the K24z turnkey to run in the 17k-20k range. If you are interested, contact us now, as with them being so limited they will almost certainly sell before any online announcement. 

The Gunny rack (Rugged aluminum roof rack for tin-top vanagons)

The Gunny rack is another one of those "this is what I want for my van, but it doesn't exist" projects. It came out great, and is crazy strong, light, and crazy good looking!  

There is only 1 rack left from the first run (that can be coated/painted to a custom color if you like) currently available here:

https://www.bostig.com/bostig-gunny-rack-system/

The Zetec conversion

People ask if the zetec kits are still available, yes they are!  

https://www.bostig.com/bostig-vanagon-conversion-2024-group-kit-20-deposit-total-price-7595/

As intended (almost 20 years ago now), Zetecs are still readily available for short money. We just sourced a 65k mile engine for $300 for a summer turnkey build, making it the 4th in the last 6 months under 70k and under $500.  

They are still the kings of reliability, being a lot like tractor engines in their simplicity and robustness, but also rev out to take advantage of the extremely short gearing of the vanagon driveline. With almost 1000 zetec conversions sold, they are the most numerous on the road, that like to stay on the road. Just like the vanagon itself, they are more tortoise and less hare, for exactly the same reasons. 

They are being done in batches again, with the spring batch just having been completed and sold out!  The fastest way to get one is place a deposit, as you might be the one to place the deposit that kicks off the group build. 

Having been the first company to introduce turnkey engine swaps to vanagonland, we've added them back in as an option again.   

https://www.bostig.com/bostig-turnkey-20-deposit-total-price-for-base-turnkey-is-13-200/

Supercharger for Zetec

The SC beta is still underway!  It's a loooooooong slog, but we're getting the results.  Looking forward to this season and the beta guys working on them now getting going! Much better to go slow and get good results than move fast and leave the wreckage of customer value in your wake.  At least that's our philosophy. 

We may not be making money hand over fist, but we do have loyal and supportive customers.  It's never been a money grab for us like it is for most, it's always been a barter, we make your dreams of using your van like you want to a reality, and you allow us to play with and develop cool stuff for work. Pretty good trade. 

Technically, the first stage of the SC beta, which is new MAF, injectors, and ECU/tune will likely become the naturally aspirated future of the Zetec conversion, and offer improved performance for naturally aspirated engines too. 

Project Z

Was named project Zion, as in Zion national park, as the end goal is to visit Zion in a project Zion van!  But it's now just project Z.  The developments here are pretty great! Why? Because the biggest road block to it is current battery technology.  People that want to sell you electric vans or conversions right now won't tell you that current EV/hybrid battery technology sucks, but we will. It's heavy, dangerous, and will burn you, either literally or figuratively down the road with cell, module, or pack failures. 

We dodged a bullet on project Z, as we had chosen the Chevy Bolt battery modules to use, and had a pack in an ebay cart. Then all the fires started hitting the news.  Everyone can see what could have happened if we had already been moving, or pulled the trigger faster. Oof. 

Fast forward to today, the new Ultium from GM will be the first large scale LFP battery platform in the states and the chevy Bolt EUV will have it next year. It means yeah they will still be heavy... but more importantly they aren't prone to thermal runaway and self-sustaining exothermic reaction = your van burning to the ground while you and the fire department (hopefully) watch. They will  be both safer (#1!!) and cheaper (bonus!!).  And both traits carry to the aftermarket. Since project Z is a hybrid, the pack weight won't be massively impacted vs Li+.  

For engine swaps we chose engines very carefully to maximize customer value over making marketability/sales easier for us.  We do the same for the true foundation of the hybrid project, which is the batteries. 

Opus One

The last new product announcement is still not ready to be announced. But we can say this: it won't be branded Bostig, and isn't related to vanagons at all (other than it is kinda angular/boxy, and is technically internal combustion). We do think (and hope) though, that a lot of you folks will still be very interested in the Opus One as well!

Jim personal notes

The last 6 months have been pretty tough for me personally. My fiance and I both lost our dogs about a month apart, Lefty made it to 13, unfortunately cancer took Gunny at 9. It's always tough to lose dogs, they really are family, and in my case coworkers.  As most of my time is spent alone in the shop, Gunny was really helpful despite being terrible at turning wrenches, answering emails, and in particular, scheduling. 

Working now truly alone for the last 6+ months, I think I'm just beginning to understand how much of an impact his loss has had on me. Both how it has affected my life in general, and my work. I am hopeful that the depressive effects will continue to wane, as they haven't been overt or even recognizable, but looking back have certainly been there and have been weighing me down pretty heavily.

Looking forward, I've got an upcoming trip to Colorado, end of May, first week of June to take advantage of Colorado's self solemnization laws with my fiance. Neither of us were ever too impressed with the idea that someone with a title or funny hat needed to be the one to officially commit ourselves to each other, so being able to hike up a mountain and call it ourselves seems like a really cool option. Plus, then I *need* to buy a newer, faster, more capable drone to capture it obviously. 

Ok, that's the blog update!  Maybe another one in a few more years? 

Lastest updates Mar 2021

 Well here's my sexennial blog post. I really am terrible about keeping up with the blog and making videos, but I'm convinced to make a better effort at it. My guess is that it will end up helping customers and helping Bostig. It might even be entertaining!

So here we go on the latest updates on things people would like to know about by subject.

The SC (Supercharger)

The supercharger dev hit a number of showstoppers along the past 5 years, luckily none of them were insurmountable. They did however brutalize the speed of the project, which when you're at this scale of operations is pretty easy to do. 

Sure I could have shoved something out the door faster, but trust me that's not good for anybody. We are still in the private beta phase of dev. The phases of Bostig dev tend to be Proof of Concept (POC) -> Private beta -> Public beta -> Retail.  The private beta in this round was speeding up last fall, when we again hit some real slowdowns. Slowdowns in the form of 2/3s of private beta guys getting injured to the point they couldn't participate!  All unrelated, none having to do with vans. 

Despite that setback, we did overcome a MAJOR showstopper in the fall in the form of finding an ECU guru who is not only fantastic at calibrating, but who can actually hack the ECUs and gain customized control over the factory ECUs to a level I haven't seen in my entire working life with cars, which is ~30 years.  This advance may actually carry back over to the conversion itself since it allows us to once and for all delete PATs (Passive Anti-Theft) from the focus ECUs meaning we can use them again. And could give us some great new capabilities like controlling the radiator fans speeds from the ECU etc. 

Currently I'm onboarding a couple additional folks into the beta, which will be the first change in group size in over a year. I was hoping to be at this stage in the early winter last year but man, if it isn't one thing, it's a pandemic. 

The best news on the SC front that I can share via text is that the hardware is pretty dialed in now, very few changes. This combined with consistency in tuning/calibrating across the group is what gets us into the public beta phase.

I'll add some new pictures of the current setup for the next post. 

The PZ (Project Zion)

Me with the 67 hp ZF75 motor from a Zero SR

This is the codename of one of the other "power adders" that I've been working on. All cool projects should have codenames, and this one is great because Zion is one of my favorite national parks, but also because it really is the ultimate type of power adder to achieve. 

PZ is a parallel hybrid drive system from Vanagons. There, I said it. I've been , researching, waiting, and working on it since early 2019. The POC is quite a thrill! So are the benefits to such a system:

• Hugely Improved acceleration
• 2wd -> 4wd
• Improved braking via regen
• Only way to add power and *lower* loads on other driveline parts (300-400 hp vanagon now possible without instantly destroying transmission)
• Errand or Emergency pure electric range
• Huge GINORMOUS house battery for camping
• Improved MPGs during city driving
• Great for rock crawling, (max torque at 0 rpm up front)
• CA legal right out of the box
• Rear powerplant agnostic

See why I would call it Zion? Plus "Zion" sounds vaguely electrical. Anywho the POC is a blast to drive as the test mule is both the SC test mule and the PZ test mule. For the POC I wanted to test a smaller, lighter, lower voltage aircooled setup. I did so with the drivetrain from a 2017 Zero SR electric motorcycle. That setup is great because the whole thing would add under 500 pounds, and for the DIYer would be much safer than the typical 300+ volts you deal with in electrics. 104 volts can nail you, but isn't nearly as likely to insta-kill you if you really screw up. The 106 ft/lbs right off the line is really great too. The POC was a test to see how a single one of these motors does, with the intent to use two of them eventually. But while the Zero drivetrain is great, it just isn't up to the sustained kW output levels I want to see to climb mountains etc. So the very first day I had it up and running and tested I hit the drawing board again to upsize. (here's a video of that very first little jaunt around the parking lot) 

For my next blog post I'll go through some of how I did the POC and share some more pictures and get some more video. In addition, I'll also start getting into how PZ has the potential to help syncro owners and 2wd owners looking to go syncro with suspension and brake upgrades for the front end as well. Syncro parts are of course made of unobtanium. Things like new forged uprights are not possible at this scale, and machined chromoly parts are just ludicrously expensive without truly offering the value they cost. But I'm working on a solution for all that too and just today actually, it passed the very first hurdle. Please email me with any specific questions you'd like answered in the blog, or encouragement! blogstig@bostig.com

Power adder

Since I started working on them in 2006, the goal was to add power without sacrificing the reliability of the NA zetec/conversion.

Right now people have to choose, although many don't realize what they are leaving on the table. Most people have the viewpoint that with a Bostig they are leaving power on the table, and they can get Bostig reliability with a subaru based conversion. In reality with a 2.5 Subie they are leaving reliability on the table, and with a 2.2 they are leaving both reliability along with no power advantage on the table.

The current turbo rev has been in testing since 2009. It is not dead. There have been 4 major revisions, non-intercooled, 2 air/water intercooled, and the air/air intercooled ones that have been running since 09. I don't like the turbo as a power adder for anyone. It has the upside of having upside. If you want to do a crazy build and make 400HP, you can, and break everything in your driveline as often as you want. But it has downsides in that its number of points of failure, modes of failure, and severity of outcome of failure are still such that not anyone can just run it and have it be reliabile, its compeltely subjective and varies by owner. That is not the solution that Vanagon owners need.

The alternative is the opposite, very few points of failure, very friendly modes of failure, and very low severity of outcome for even the most catastrophic modes of failure. Driving a syncro with 180HP and 200ft/lbs of torque that just keeps going and going is so great, more people need to experience it. I'd also like to help avoid more cases of the few unfortunate folks that inadvertently commit Subicide with a gremlin riddled setup after dumping ton's of money into the project to then perhaps scrap the whole idea of a van. People pull Subarus for Bostigs for reliability increases, they learned the hard way the extra 30HP wasn't worth the risks they didn't fully understand. People only pull Bostigs for more power. Like my original plan back in late 2004 called for, we need a good power adder. And I'm almost done.

Groups and Customer Pull

Bostig manufactures in small batches or groups. Because the marketplace and Bostig itself are so small in scale, we try to make it a point to not carry inventory of kits either. This makes changes to the kit itself faster/easier and has contributed to the success and quality of the system.  In addition, because cashflow is extremely important in small businesses, we try not to tie up cash in inventory. It is better used for ongoing R&D etc.

Instead of the traditional customer push model that you are used to in larger or mainstream markets, we use customer pull. Customer push is what most people are familiar with, build a bunch of product, and keep it in inventory, then use price incentives and marketing to move product out of inventory or "push" to the customer. The customer pull model allows us to build a group essential "on demand".  The cycle time is longer, for the customer but the results are much better. Value is higher to the customer and the product itself gets updated much more often.  We *sometimes* carry kits in inventory, however those kits are usually reserved for documentation work and internal use, however we will sometimes allow people to buy reserve kits for an additional surcharge vs the group purchase price. If you're really in a pinch, you can always ask us if we have any reserve kits available. The surcharge runs $500.

Someone also asked what the differences were between RG2 and RG3, and the answer is yes, but all RG1 and RG2 can be made to RG3 spec with minimal extra time/purchases. The main change is the airbox moving to the driver's side, a change which speeds up airbox modification for fitment and retains the intake resonator which quiets the intake noise even further.  Other changes are tune based, and can be updated via email and reflashing of the ECU.

Cheers,

Jim

It's not just the actual work

I just saw a hilarious image on imgur that I'm sure many people can relate to. It's got profanity, so sorry if you're offended but man is it funny:

It reminds me that it's not just the time spent actually bolting things together in most automotive projects that really takes up most of your time. It's also easy to forget just how much of a time suck and headache inducing situation it is when you aren't all planned out and organized, especially when you are doing a project for the first time.

 Without knowing what is in store when setting off on a project, it's easy to miss things and honestly, you can't know what you don't know. Because every other conversion available in the market is essentially a one-off each time it is performed, no two are ever identical and therefore the project itself is never identical either. Add to that the fact that no other vendor offers a truly complete, repeatable, formula for success with their parts, and you might not anticipate what it really takes to pull off a DIY engine conversion in your vanagon.

This is an area where a system like ours really helps, we can guarantee the outcome, and you can avoid huge amounts of wasted time and effort. Not even to mention having the most proven, simplest, and reliable engine possible in your vanagon!

Reply and tickets

This is an open reply to two threads on thesamba, rather than repost, I will post here, and past in links:

Sorry to Marvin if the replies to the MCHS ticket thread were insufficient, they were much slower than I had realized and sorry we didn't answer all your questions.

The reason we don't support variation to the kit is that we don't have experience with it, nor can we support things we didn't sell/develop. We don't oppose it at all, in fact we welcome it (the airbox dev work people have been doing is great, and we will likely shift to one of those variants) don't get me wrong, but we can't support it unless that is part of the specification.

For instance, in the MCHS thread, it was posited that the fasteners for the MCHS were installed heads up for appearance, but the reason is for access/convenience. It you put the head the other way through, the head will spin when you loosen the nut. Having captive nuts behind it makes this easier.   We've also flipped the fasteners and weld two stainless bolts to a strip and then have the nuts on the front, it is unclear which lasts longer currently.

Also we used to use all stainless hardware for it, but unless copious amounts of anti-seize are used (which is not typical, even when specified) they gall and break. So we have to mix the material to avoid galling.

In the case of the exhaust, anytime you have stainless that gets exposed to high heat, even the highest grades, it loses much of it's corrosion resistance with carbide precipitation. So your quest to find a "do it once" solution unless you go with extremely obscure (read expensive and hard to source) materials is often a second runner up to doing it such that the maintenance interval is acceptable.

But I still think yours happened very quickly, I looked through the ticket system and my email and I can't find have any datalogs from you Marvin.  If you could send or resend a recent drive log, we could see if perhaps there is an issue and you're overfueling which causes excess radiant heat as the extra fuel is burned in the catalytic converter. This would also cause the melted loom in the picture I saw.

By the way (not directed at Marvin specifically) someone asked me the other day "do I really need to send a datalog?"  to which my reply is: it's like coming out of heart surgery and asking the doc, "do you really need to monitor my vitals?"  The answer is actually of course no, but you have the capability with the kit, and expertise on this side that's already paid for so why wouldn't you?

Lastly, as Jeff relayed I prefer the questions that are kit/install specific to come through our systems. The close feedback loop is one of the things that makes everything better than the alternatives. If we just offered the parts and said "here's your adapter plate and flywheel have fun" like many others do, then there wouldn't be vendor specific questions, nor would we catch any additional criticism for having incomplete docs because we aren't even trying. Our goal isn't to simply sell parts, our goal is to keep vanagons on the road and owners driving along happily. We are trying to achieve what nobody else is attempting, and it is made more difficult if information is all over the place.

As far as visibility of problems,  it depends on the nature of the problem. If there is a systemic problem, then sure it should be known to all, if however it is a specific problem to the user then it should not. It can cause extra work and worry for people that shouldn't have either. As far as determining which is which, only those with the most data can actually determine that. That would be us, and our customers pay us to know the right info, and make those calls so they don't have to and that's what we work hard to do.

If one wants to go along the route of it should all be unmanaged/non-currated public information and we shouldn't be the first touchpoint and authority on information (which is perhaps the single most valuable aspect of the system) then there are plenty of options that will allow one to figure out every aspect for him or herself and post endlessly online about it and wade through answers. That's what we're trying to avoid from the start as that does *not*, despite what anyone believes, provide the best results.

Luckily it seems we aren't wrong about that or the two of us wouldn't have any ability at all to support the now 423+ kits out there, but we do. Unfortunately not as quickly or perfectly as we or anyone else would like all the time, but it's not for lack of concern,  please understand that.  I also still think that comapred to just about anything else including big companies, our support is very good. You have to remember there are two human beings back here though and we do have lives, problems, and troubles too, there is actually no such thing as Bostig except to the government and the lawyers, and most of the time I try to avoid their perspective. We like the arrangement very much of our customers supporting us, and us supporting them. It allows both to achieve things that neither would have been able to do without it.

Jim Akiba

No Regrets Rebate up to $1000 off the RG2 Bostig Conversion System!!!!

Tax refunds and no regrets rebates! This spring is the one to stop making yourself promises and start getting out there and travelling in and enjoying your van. We've all done it, we say this is the year I'm going to make that big trip happen. Of all the customers that have finally done their big trips, they almost all say the same thing afterwards... Why didn't I do this sooner?

In thinking about why that happens, we decided we could help!  We're offering the "No Regrets rebate".

With MOST automotive projects, people start to collect parts before there's a project plan. This often leads to lots of part collecting dust for years, and leads to questions like "Honey, what are you going to do with these parts, can't we just get them out of here so we can have the space back?"

Yeah that happens to all auto aftermarket niches and all enthusiasts, and for all kinds of reasons.  SO what we've decided to do is offer a rebate for your miscellaneous parts that you may have started collecting for your engine rebuild or even another conversion!  Things like:

• Engine cores
• Bellhousings
• Adapter plates
• Exhaust parts
• Coolant parts

The way it works is this:

1. Take up to 5 digital pictures of your parts
2. Fill out the online form here
3. We review your story and make a rebate offer up to $1000 off an RG2 Bostig Conversion for your parts
4. Free up that space and send us those dusty unused parts!
5. Buy that RG2 Bostig
6. Finally hit the road and rack up those (s)miles

Make sure to really tell us your story.  We've all been there, and the more we relate, the more likely we are to get all sappy and give a bigger rebate. And yes, we might even pay you more than the parts are worth :)

This offer will run until April 17th 2014, and is only good for RG2