Turbocharging a VW 16V motor — Volkswagen 309

17 Мар 2015 | Author: | Комментарии к записи Turbocharging a VW 16V motor — Volkswagen 309 отключены
Volkswagen 309


Turbocharging a VW 16V engine

This describes the various paths can be followed in the process of turbocharging a VW 16V from mild to wild. The is arranged thematically, with no of its accuracy.

Engine block

The 16V comes in various flavours:

You can get a 236mm high with long rods, in the form of a 2 ABF

Or a standard block, 220mm and 144mm conrods, with 2 capacities:

1.8 litres, 86.4mm 81mm bore, in the form of KR and PL

2.0 92.8mm stroke, 82.5mm in the form of 9A (and Audi 6A)

The ABF comes with 60-2 wheels on its crankshaft, while blocks use camshaft triggering

Connecting rod dimensions for 6A/9A/KR/PL:

C-C 144mm

Big end bore: 50.6mm

Big end 24.9mm

Pin diameter: 20mm

end width: 24.9mm

Connecting rod for ABF

C-C length: 159mm

Big end bore:

Big end width: 24.9mm

Pin diameter:

Small end width: 24.9mm

internals have been to be reliable at high output with the rods being the link if detonation is avoided. At power output, detonation be unforgiving towards the stock 16V piston. Various options to use for the end are:

Stock rods and which usually yields a compression of around 10 in the various of the 16v motor

Stock rods and with 2 metal head will lower the compression by 1 point

For the 1.8 litre engines stock rods with Audi ADU/3B/AAN/ABY/RR pistons 1. pic 2 ), yield approx 9:1 compression with the 5cc dish of the piston. seem to be forged, and will a lot of abuse before melting, due to their large top-land

For the tall-block 2.0 litre engine stock rods and 2.0-8V (e.g. 2E, AGG, ABA, etc), yielding a compression of 8 due to the large 16cc dish. valve clearance MAY be required. more modern 2.0-20v (e.g. Audi A4) MAY need to reduce the compression height, in to adding valve reliefs

For the tall-block 2.0 litre engine stock rods rebushed to 9A/6A pistons (which use pins), yielding a compression of 9, and maintaining good squish to the 2.0-8V pistons above

For the 1.8 engines only, stock (or 1.8T rods) with 81mm 1.8T 20 valve Must check piston to clearances after assembly, no personal experience of this

Aftermarket forged steel with forged aluminum Bore size up to 85mm if the block is crack-free, but for turbo more than 84mm TDI 95.5mm crankshaft can be added this combo, but not recommended for the height blocks.

Engine ancillaries:

2.0 oil pumps supposedly flowing than 1.8 ones, so

ABF crank pulley can be used to to serpentine accessory belt or alternatively a 2.0-8v crank can be slightly machined to correct any alignment issues

Crankshafts 60-2 trigger wheels (e.g. ABF) are only on 2.0 tall-blocks, so an external wheel+sensor be fabricated for the standard height if crankshaft trigger is required waste-spark coils)

Cylinder

Either small intake (ABF, 9A) or the larger intake heads (some PL, KR) can be used. and polishing doesn’t hurt if properly. Possible additions:

Stiffer valve springs to higher rpm safely and to overcome the positive manifold pressure

retainers are half the weight of steel retainers (

20g each) to higher rpm safely

Lightweight from newer VW models 050 109 309 H) to save some valvetrain (saves

10g each)

With no ABF camshafts are about 254 duration and the same for the KR

ABF camshafts have lift so can potentially injest air (10,76int/10,73exh mm for the ABF and only 9,2int/10,21exh mm for the KR)

are the timing figures (for 1mm

ABF. 1-38/39-1 so 2 of overlap

KR. so 6 of overlap

The 35mm ABF valve is shorter than the 38mm hence causes less air

Aftermarket or customs cams internal vernier pulley to overlap can be beneficial for some

Adjustable camshaft pulley can be to move the powerband around

hardware

Use stock VW metal (p/n 050 103 383 A) for bores up to 83mm

Use ARP head studs (p/n or ARP-204-4702) to help avoid head gaskets. Torque to

using ARP lube

Volkswagen 309

Use ARP rod bolts ARP-104-6004) to help keep the INSIDE the cylinder block. Can use Ford 302 rod bolts (p/n with some slight of the head or if the bolts are pushed the conrod hard enough. to 25-40lbft using ARP lube.

manifold

Various options when it comes to choosing an manifold:

Use stock K-Jetronic 16V with custom fuel to accept EFI injectors

Use ABF manifold but the 225cc/min ABF injectors (p/n 0 280 155 for some bigger 279cc/min Primera ones (p/n 0 280 155 607 or 0 280 155

Use a cut down Audi S2 manifold 1.8T fuel rail or longitudinal will work)

Use intake manifold with fuel rail (transverse or will work). To reuse the flange, CIS injector seats need to be swapped to digifant EFI (p/n 037 133 555 A)

Exhaust manifold

options possible when it to choosing an exhaust manifold:

Use stock 16V manifold with flange welded on (places very low)

Use stock 16V with adapter plate

Use a cut Audi S2 exhaust manifold external wastegate

Use custom manifold (log-type or header-type), or without external wastegate

Use anything suitable for a 2.0-16v running a maximum RPM of 7000. The are many:

For good low-rpm and reasonable power, a Garrett 60 T3 with stage 2 wheel and housing works well

The stage up would be a hybrid 50 trim compressor with 2 or stage 3 0.63AR turbine

A stage 3 0.82AR turbine will build boost at

and make good top end

Fueling

The can be fueled in an infinite number of but the recommended paths are:

G60 I ECU and loom with custom and bigger 300 or 440cc injectors

engine management with at 300cc/min injectors, and preferably or higher

Most stock VW pumps good for just 250hp of fuel, but an inline or Walbro in conjunction with the pump is the safer option

Use colder plugs. Stock 16V is for KR/PL/9A and F5DP0R (platinum) for For most applications, a Bosch 5 or an NGK 7 are usually gapped to 0.7-0.8mm. For boost, it might be safer to go NGK 8’s.

Proper gapping of the is necessary if using the stock Depends on plug type etc) and boost levels. For conversions, a gap of 0.8mm can usually be otherwise 0.7mm should be

Aftermarket ignition leads are a good thing as the stock normally tend to be old and tired. KV85 are fine.

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