Turbocharging a VW 16V motor — Volkswagen 309

17 Мар 2015 | Author: | Комментарии к записи Turbocharging a VW 16V motor — Volkswagen 309 отключены
81mm crafter piston bew tdi

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 …, 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: 21mm

Small end 24.9mm

Stock internals been proven to be reliable at output levels, with the being the weak link if is avoided. At elevated power detonation will be unforgiving the stock 16V cast piston. options to use for the bottom end are:

rods and pistons, which yields a volumetric compression of 10 in the various permutations of the 16v motor

rods and pistons, with 2 head gaskets, will the compression by approx 1 point

For the 1.8 engines only, stock with 81mm Audi pistons (pic 1. pic 2 ), yield 9:1 compression ratio with the 5cc of the piston. Pistons seem to be and will take a lot of abuse melting, possibly due to their top-land area

For the tall-block 2.0 engine only, stock and 2.0-8V pistons (e.g. 2E, ABA, ABT, etc), a compression of approx 8 due to the large dish. Some valve MAY be required. Some more 2.0-20v pistons (e.g. A4) MAY need machining to reduce the height, in addition to adding reliefs

For the tall-block 2.0 litre only, stock rods to accept 9A/6A pistons use 20mm pins), yielding a of approx 9, and maintaining good compared to the 2.0-8V pistons

For the 1.8 litre engines only, rods (or 1.8T rods) modern 81mm 1.8T 20 pistons. Must check to valve clearances after since no personal experience of combo.

Aftermarket forged rods. with forged pistons. Bore size up to possible if the block is crack-free, but for avoid more than bore. TDI 95.5mm crankshaft can be with this combo, but not for the standard height blocks.

block ancillaries:

2.0 oil pumps higher flowing than 1.8 so preferable

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

with 60-2 trigger attached (e.g. ABF) are found on 2.0 tall-blocks, so an external must be fabricated for the standard blocks if crankshaft trigger is (e.g. waste-spark coils)


Either small port (ABF, 9A) or the larger port heads (some PL, KR) can be Porting and polishing doesn’t if done properly. Possible

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


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

81mm crafter piston bew tdi

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.


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

Various possible when it comes to an exhaust manifold:

Use stock 16V with different flange on (places turbo very

Use stock 16V manifold with plate

Use a cut down Audi S2 manifold Audi external

Use custom exhaust manifold or header-type), with or without wastegate


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

For low-rpm response and reasonable a Garrett 60 trim T3 with 2 wheel and 0.48AR housing well

The next stage up be a hybrid T3/T4 50 trim with stage 2 or stage 3 turbine housing

A stage 3 turbine housing will boost at

5000rpm and make top end


The engine can be fueled in an number of ways, but the recommended are:

G60 Digifant I ECU and loom custom programming and bigger 300 or injectors

Standalone engine with at least 300cc/min and preferably 440cc or higher

stock VW fuel pumps for just over 250hp of but an inline Bosch or Walbro in with the stock pump is the 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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