VW Golf Mk2 GTi 16v
Posted: December 3rd, 2008, 1:20 pm
Hello, Guy and fellow members!
This is a small pictorial of my engine build for my Golf Mk2 daily driver.
Brief Background:
I bought the car as a bargain (at 1500 Euros including all transaction fees) around 3 years ago, originally intended it as a rolling restoration while also serving as my sister's first car (another long story, anyway...). Bonus: the Golf was a complete 1.8 16v Conversion, even including MK2 Teves ABS. Malus: Nearly 300K km on the clock.
To cut a long story Short (The complete Spec of the Car will be uploaded along with pictures of itself), I finally kept the car and the "Rolling Resto" concept, and put a nice "Trackday Capable Daily Driver" Stamp on the envelope.
And Voila, this is the engine...
The pictorial is not as complete as it could have been, nor my workplace as tidy (albeit scrupulously dust-free) as it should have been. BUT the whole build was initiated in a coup of "Now or Never", just about 10 days before joining the Hellenic Navy for my 12-Month National Service, having to take the old engine out of the car, cannibalize parts to be transferred to the new engine, build the new engine, fit it in the car, get up and go. Oooff!
So here's the spec of the engine:
Base Engine VW ABF 2.0ltr from Golf Mk3 GTi 16v
OE Bore x Stroke: 82,5 x 92,8mm
OE Compression Ratio: 10,4:1
OE Valve Size: 32mm inlet, 27mm outlet
OE Power: 150Ps@6400rpm
OE Torque: 17,8kgm@5000rpm
Actual Spec:
Bottom End:
Block Stripped, Cleaned, Replugged and Hammerited
+0,50mm Overbore (2007,4 cc)
Plateau honed cylinders on Sunnen machine
Block deck skimmed 0,15mm to true up gasket face
Rotating assembly balanced down to <1grams tolerance
Reciprocating assembly weights matched to +- 0,1 grams piston to piston, rod end to end
Forged Pistons 12,4:1 CR (Total Actual Compession Ratio Incl. Block/Head Skimming and new valves 12,8:1)
Tool steel lightweight tapered piston wrist pins - DLC coated
Forged 4340 Rods
Trimetal Rod & Crank bearing shells
VW TDi sump gasket w/ integrated crank splashguard
Schrick motorsport spec alloy sump, finned with internal baffles
Cylinder Head:
OE MultiLayerSteel head gasket, OE stretch bolts
Cylinder head ported, valve seats 3-angled to bigger dia to accept oversize valves
Competition stainless one-piece valves 32,5mm inlet / 28mm exhaust (+0,50mm/+1mm oversize respectively)
New bronze valve guides - Flex-honed after fitting, Viton stem seals
Competition dual valve springs
Titanium valve spring retaines (originally opted for steel ones, but with time at premium and retainers at backorder, time equalled money once again...)
New OE hydraulic lifters
272deg camshafts with approx 11,4mm lift inlet, 11mm lift exhaust (nominal)
Modified cam pulley to allow advancing/retarding
Superflow SF-110 Results at 10in water (corrected via FlowCom): Inlet 129cfm@12mm lift, Exhaust 97,5cfm@12mm lift (were 107/81cfm respectively)
Cooling:
Heavy-Duty Radiator (for the A/C version, core approx 600x400mm, dual row aluminum)
Twin 12in fans
80deg C thermostat
Waterless engine coolant
Golf MkI GTi Oil Cooler Takeoff base w/ built-in thermostat
19-row oil cooler
1/2 in braided SS lines with convoluted teflon hose (extremely flexible, vital in the tight corners they had to cut through)
Fuelling:
Dellorto DHLA 45E Carbs (Come to think of it, maybe I should now call i a GTD...)
Filter King Fuel Pressure regulator @ 4psi
Original EFI (K-Jetronic!) fuel pump in OE swirl pot, with restricted bypass to return in order to avoid stressing the 'King (approx 120lt/hr @ 6psi delivery rate)
30mm bellmouths
Plastic Airbox w/76mm inlet and gauze cone filter placed in wheelarch
Exhaust:
VW-Motorsport replica exh. manifold (41mm id primaries x 65 cm long, 57mm id secondaries x 15cm long)
57mm pipe with 3 silencers in OE positions
Current Status:
The car has done approximately 2000km since the rebuild, in the scarce leaves I've got since joining the navy. Hadn't had the chance for a rolling road session yet, because:
1. I have to install (and map!!) my MBE 957i in order to get rid of the original Bosch ignition ECU, its silly 7100rpm rev limit, and effect some decent timing accross the entire rpm range. Current compromise is 29deg advance @ 4000rpm BUT with lots of static and quite some pinking below 2500rpm under heavy load
2. Put a decent gearbox on: been running a Mk3 8v 'box, for running in leisurely. Way too tall: 3rd gear makes around 165km/h @ 7000rpm, 5th gear hits >260km/h on the rollers.
3. Put a good clutch: I tried my luck with a factory reconditioned OEM flywheel and a brand new top quality clutch with a reinforced cover (for Diesel egines), but it has already started slipping which probably means that my nice little engine exceeds the 21kgm that the OEM setup can "reputedly" handle. Why not, she runs almmost 13:1 CR on 100octane Premium Unleaded (one of the few joys left of living in Greece, heh) and 38 chokes in the Dellys
4. Put bigger chokes in the Dellortos. I think 40mm or even maybe 41mm would be perfectly acceptable on such a light car (995kg with fully trimmed interior and full tank) and my "proper" gearbox (4,53:1 final ratio instead of approx 3,7:1 currently installed).
Most importantly, i have to take some proper pictures of the car and the engine bay, next time I am AWOL from Souda Bay, Crete, and back to Athens.
So, the project originally planned in viewtopic.php?f=13&t=1274&start=0&st=0& ... hilit=golf has finally gone live!
Regards to everyone!
G.F.
This is a small pictorial of my engine build for my Golf Mk2 daily driver.
Brief Background:
I bought the car as a bargain (at 1500 Euros including all transaction fees) around 3 years ago, originally intended it as a rolling restoration while also serving as my sister's first car (another long story, anyway...). Bonus: the Golf was a complete 1.8 16v Conversion, even including MK2 Teves ABS. Malus: Nearly 300K km on the clock.
To cut a long story Short (The complete Spec of the Car will be uploaded along with pictures of itself), I finally kept the car and the "Rolling Resto" concept, and put a nice "Trackday Capable Daily Driver" Stamp on the envelope.
And Voila, this is the engine...
The pictorial is not as complete as it could have been, nor my workplace as tidy (albeit scrupulously dust-free) as it should have been. BUT the whole build was initiated in a coup of "Now or Never", just about 10 days before joining the Hellenic Navy for my 12-Month National Service, having to take the old engine out of the car, cannibalize parts to be transferred to the new engine, build the new engine, fit it in the car, get up and go. Oooff!
So here's the spec of the engine:
Base Engine VW ABF 2.0ltr from Golf Mk3 GTi 16v
OE Bore x Stroke: 82,5 x 92,8mm
OE Compression Ratio: 10,4:1
OE Valve Size: 32mm inlet, 27mm outlet
OE Power: 150Ps@6400rpm
OE Torque: 17,8kgm@5000rpm
Actual Spec:
Bottom End:
Block Stripped, Cleaned, Replugged and Hammerited
+0,50mm Overbore (2007,4 cc)
Plateau honed cylinders on Sunnen machine
Block deck skimmed 0,15mm to true up gasket face
Rotating assembly balanced down to <1grams tolerance
Reciprocating assembly weights matched to +- 0,1 grams piston to piston, rod end to end
Forged Pistons 12,4:1 CR (Total Actual Compession Ratio Incl. Block/Head Skimming and new valves 12,8:1)
Tool steel lightweight tapered piston wrist pins - DLC coated
Forged 4340 Rods
Trimetal Rod & Crank bearing shells
VW TDi sump gasket w/ integrated crank splashguard
Schrick motorsport spec alloy sump, finned with internal baffles
Cylinder Head:
OE MultiLayerSteel head gasket, OE stretch bolts
Cylinder head ported, valve seats 3-angled to bigger dia to accept oversize valves
Competition stainless one-piece valves 32,5mm inlet / 28mm exhaust (+0,50mm/+1mm oversize respectively)
New bronze valve guides - Flex-honed after fitting, Viton stem seals
Competition dual valve springs
Titanium valve spring retaines (originally opted for steel ones, but with time at premium and retainers at backorder, time equalled money once again...)
New OE hydraulic lifters
272deg camshafts with approx 11,4mm lift inlet, 11mm lift exhaust (nominal)
Modified cam pulley to allow advancing/retarding
Superflow SF-110 Results at 10in water (corrected via FlowCom): Inlet 129cfm@12mm lift, Exhaust 97,5cfm@12mm lift (were 107/81cfm respectively)
Cooling:
Heavy-Duty Radiator (for the A/C version, core approx 600x400mm, dual row aluminum)
Twin 12in fans
80deg C thermostat
Waterless engine coolant
Golf MkI GTi Oil Cooler Takeoff base w/ built-in thermostat
19-row oil cooler
1/2 in braided SS lines with convoluted teflon hose (extremely flexible, vital in the tight corners they had to cut through)
Fuelling:
Dellorto DHLA 45E Carbs (Come to think of it, maybe I should now call i a GTD...)
Filter King Fuel Pressure regulator @ 4psi
Original EFI (K-Jetronic!) fuel pump in OE swirl pot, with restricted bypass to return in order to avoid stressing the 'King (approx 120lt/hr @ 6psi delivery rate)
30mm bellmouths
Plastic Airbox w/76mm inlet and gauze cone filter placed in wheelarch
Exhaust:
VW-Motorsport replica exh. manifold (41mm id primaries x 65 cm long, 57mm id secondaries x 15cm long)
57mm pipe with 3 silencers in OE positions
Current Status:
The car has done approximately 2000km since the rebuild, in the scarce leaves I've got since joining the navy. Hadn't had the chance for a rolling road session yet, because:
1. I have to install (and map!!) my MBE 957i in order to get rid of the original Bosch ignition ECU, its silly 7100rpm rev limit, and effect some decent timing accross the entire rpm range. Current compromise is 29deg advance @ 4000rpm BUT with lots of static and quite some pinking below 2500rpm under heavy load
2. Put a decent gearbox on: been running a Mk3 8v 'box, for running in leisurely. Way too tall: 3rd gear makes around 165km/h @ 7000rpm, 5th gear hits >260km/h on the rollers.
3. Put a good clutch: I tried my luck with a factory reconditioned OEM flywheel and a brand new top quality clutch with a reinforced cover (for Diesel egines), but it has already started slipping which probably means that my nice little engine exceeds the 21kgm that the OEM setup can "reputedly" handle. Why not, she runs almmost 13:1 CR on 100octane Premium Unleaded (one of the few joys left of living in Greece, heh) and 38 chokes in the Dellys
4. Put bigger chokes in the Dellortos. I think 40mm or even maybe 41mm would be perfectly acceptable on such a light car (995kg with fully trimmed interior and full tank) and my "proper" gearbox (4,53:1 final ratio instead of approx 3,7:1 currently installed).
Most importantly, i have to take some proper pictures of the car and the engine bay, next time I am AWOL from Souda Bay, Crete, and back to Athens.
So, the project originally planned in viewtopic.php?f=13&t=1274&start=0&st=0& ... hilit=golf has finally gone live!
Regards to everyone!
G.F.