Discussion in 'Engines' started by A.N. Other, Jan 20, 2011.
Try this one:
Agree, another 2.25mm required off that to fit. Boggles the mind...
Remember that after market conrods use bolts with a smaller head instead of the studs and nuts on OEM rods. The ARP replacement studs and nuts for the OEM rods also use a smaller nut.
The after market rods could also be not quite as deep across the rod and cap so may help clear the block at the oil pump area.
You should take out AEB from this table
I can't see any tables, why?
It's because the tables need converting to the new format (see stickies about this). Happened due to forum upgrade.The content is actually there but invisible. I or one of others can try to find a moment to convert this thread tonight.
A rough count of about 230 tables to convert manually. I'm doing some every night at the moment.
I will sort this one out tonight for you.
Chris, can I add a bore stroke combination?
Skoda Fabia S2000 has a 1996cc with 83mm bore and 92.2mm stroke.
Is somebody made such a table for the small block (EA111).
Chris, another combination ?
The Polo R WRC has a bore of 83mm and a stroke of 73.8mm.
Thanks erreesse, I will add the Skoda one
Regarding the Polo, the WRC regulations allow a manufacturer to use a production engine or to design an engine from scratch ('Global Race Engine' / 'FIA Appendix engine') but they must have 93mm bore centres, as opposed to 88mm which Volkswagen production engines use. Although the WRC dimensions would fit in a production block, the 1.6 litre Polo WRC engine is a bespoke unit
Btcc / Wtcc S2000 85.0 x 88,1 > 40.0 mm rod journal
Super Touring A4 85 x 88.1 > 46.0 mm and 42.0 mm
Polo S2000 82.5 x 92.8 mm > 46.0 mm Modified std crank
Fabia S2000 83 x 92.2 mm
Sorry to HPR, but the Polo S2000 was developed by Ren Georges (Belgium) in the first place for South-Africa. Then we've seen them in Belgium (sadly one of the co-engineers died in an accident while testing) and you still see 2 cars regularly participating in nat./internat. rally's in B. The service 's done nearby so I know that the base engine comes from the 1984cc what means a bore of 82.5 and "standard" crank. The Skoda engineers changed the bore to 83mm and a shorter stroke.
Thank you Chris for the reply, but I still wonder what are the possibilities of the small blocks. I was thinking of the crank from 1W diesel (EA111 block and 79mm stroke) they use in the polo G40 to make a 1.5. Would it be possible to put these in the new 1.4 TFSI (76,5 x 75,6) or better a 1.6 crank (86.9mm) with 1.6 rods ?
i'm sure theres more clearance with the 95.5mm crank if you use H Beam roads with ARP Studs
I can get a photo if anybody needs info
the bottom of the bores need trimming though to clear the H Beam rods, I beam are a better fit.
Hi erreesse, the small blocks we started looking at a little but not in this detail - the big blocks got the main attention!
The main issue is the oil pump drive from the G40 to the 1.4 TFSI. If that has not changed, then your idea about swapping cranks should be spot on. Obviously piston compression heights will need to be investigated, but otherwise, there should be no reason why not - apart from internal clearance
Can't see my combination in the above,
90mm x 84mm using Eurospec bits in an 06A block. 13.5:1 CR
Thanks Peter. Now added.
Are you running a 46mm crank pin or 47.8mm?
46mm big end and 19mm little end.
Rod length is 150mm.
Peter are you using the 84mm pistons from the kit as well? The 6a is the short block, yes? I'm just interested as I will be building an FSi head based race motor, but based on the 1800 DX block, and that won't go to 84mm! Unfortunately Regulations dictate that is what I have to use, real shame as it costs far more to use than the later blocks to achieve the same result but hey. So I'm toying with what set up to use, but I think I'm right in that the 90mm crank/150mm rod combination will fit the 1800 short block if it fit in a 6A, that is the ideal set up.
I have a standard Audi 2l 6a bottom end mated to a headinshed head with kr cam.
In event of a rebore (employing a machinist) would it be sensible/a good time to increase cc ?
If so what level of difficulty is involved ?
Higher cr considerations (heat/stress/emissions) ?
Sourcing of parts(from other VAG models possibly?)?
I'm reasonably good with spanners, technical/thermal calcs might hurt my brain a bit.
To summerise -worth it ? hard? expensive? advisable ?
for ref -info from table from OP's post above.
Engine code OE capacity OE Bore OE Stroke Max bore Max stroke
6A/9A/ACE 1984cc 82.5mm 92.8mm 84-5mm 100mm**
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