A quick Google rummage to try to shed some light: http://www.lunaticfringe.org/vwfox/specs/Fox-SouthAfrica.html Limited engine Wiki info on the Fox, so across to the Citi: http://en.wikipedia.org/wiki/Volkswagen_Citi
Bore and stroke 76,5 x 77,4 mm. So it looks like it maybe a big IM shaft block, but with a smaller bore than the 1.6 (1595cc) engine. Or could it be 06X type block? (doubtful looking at limited area to the rear of the head gasket face) More info needed as asked for previously in the thread. We are just guessing here....
Internet joiner time: VW Citi Golf 1.4 1.4 S 1.6 1.8 Engine 4-cylinder-inline engine (four-stroke) ==> ==> ==> Code (guesses) AGY? AGY? ADY?? ADY?? Displacement: 1423 cc 1423 cc 1595 cc 1780 cc Bore x Stroke: 76,5 x 77,4 mm 76,5 x 77,4 mm 81 x 77 mm 81 x 86,4 mm Max. Power @ rpm: 73 hp (54 kW) @ 5600 84 hp (63 kW) @ 5500 100 hp (75 kW) @ 5500 122 hp (91 kW) @ 5900 Max. Torque @ rpm: 108 Nm (80 lbft) @ 3800 118 Nm (87 lbft) @ 4500 140 Nm (100 lbft) @ 4000 162 Nm (119 lbft) @ 4200 Compression Ratio: 9,75:1 10:1 10:1 10:1 Fuel System: Injection Injection Injection Injection I wonder if our other SA members can shed any more light?
Is this what you engine bay looks like? from vwvortex Because as per danny that would make this 1.4 an EA827 engine with a similar crank stroke to a 1595 cc engine
EA827 came in the following sizes. Early ones 1457cc 79.5 x 73.4 1471cc 76.5 x 80 1588cc 79.5 x 80 1715cc 79.5 x 86.4 Later ones 1595cc 81 x 77.4 1781 81 x 86.4 1984 82.5 x 92.8 So this 1.4 looks like it is a weird combination compared to what we know here in the UK. Early engines used smaller crankpin diameters so something has to be different and cannot be a combination of the above parts.. New enough to have an internal crank trigger wheel?
My car was originally a VW Fox Trippa 1300 as the right most pic in the link. The AGY (fuel injection version) engine is a short block IM shaft. Block height - 220mm Bore - 76.5mm Stroke - 77.4mm Cr - 9.5 (actual measurement) Rod length - 144m Combustion chamber volume - 27.5cc Intake valve - 38mm Exhaust - 33mm We had to variants of this engine, a carb fed and fuel injection version. Carb Power - 54kw@5500 Torque - 108nm@3800 Fuel injection Power Output - 62kw@5500 Torque - 118nm@4500
Correct, that is how the 1.4i engine bay looks like of a stock 1.4i Citi Golf. I have used this sub assembly & head (AGY) with an ADY intake and throttle body in my Fox though.
http://en.wikipedia.org/wiki/Volkswagen_EA827_engine Our local 1.4i version is the 84 hp 1.4 - 1423 cc inline 4, bore 76.5 mm stroke 77.4 mm configuration in the above link. Crank main journal - 54mm Crankpin - 47.8mm Wristpin - 20mm No internal crank trigger wheel though, pickup comes from the hall sensor in the dizzy.
Dimensions data updated in to bore & stroke table: http://www.clubgti.com/forum/showthread.php?t=228971
The cylinder head looks kind of similar to what you would find on a 3A and 2E engine. I used a 2E inlet manifold on my 3A engine w/ and ABF 65mm throttle. to match ports like these from vortex Your head ports in the your picture look smaller than this though. Your ADY inlet would be matched to work on my 2E/3A head. Could, assuming in the remotest case, it be some sort of port mis-match with a AGY head? I also can see ESTAS brand are popular cams in SA. What dyno was this tested on as I also read very varying results from some of your country men with 2.0 8v engines. In fact one poster was reporting 106hp@5700rpm and 159Nm @???? with a 2.0 8v and a ESTAS 276 cam... ATW?
The heads that uses the MP9 fuel injection system locally all look the same wrt the intake ports. Differences to the 1.4i and 1.6-1.8 head is combustion chamber volume and valve size IIRC. Toyotec, you are correct on the port mismatch theory, however I did some ''porting'' work on the head in that smaller area to match that of the ADY/2E manifold.
This one? http://www.speednsound.co.za/forum/viewtopic.php?p=189918&sid=ef4c0f70c1290f264237ff65a6fc4fba Fascinating thread components, albeit off topic, but we can split this. Check this block out for a complete and utter headf*ck: Totally unheard of
Therefore fitting a skimmed 2E/AGG/ADY/3A head may reduce CR slightly but add larger valves and a matched inlet port for a percent increase on your local dyno?
On the dyno graph below test 15 was done after I initially installed the engine into the car, the engine was basically stock with the exception of the ADY intake (then not yet port matched to the AGY head), 4-2-1 branch and 50mm freeflow exhaust and lighter flywheel controlled by the Gotech EMS. Test 33 was done after fitting the Estas 282 cam, everything else stayed the same. On the dyno graph below test 33 as above Test 60 was done after the latest modifications as mentioned earlier in the thread, mainly the increase in compression ratio and the port matching of the ADY intake to the AGY head. Although test 60 is showing a slight increase in bottom to midrange torque, we could only achieve this by playing with the cam timing. When we had the cam timing on exactly 0deg (properly set with a dial gauge) the engine made exactly the same power and torque as before (test 33) following the exact graph. The only drawback is that it doesn't rev as high as before though. Oh, and test 15, 33 and 60 was the final optimised/tuned tests after the various setups.
Looks like the increase in CR has improved low to mid reange torque almost to pre 282 cam levels ( test 15) with the benefit of shifting the peak torque ramp + 800 rpm as seen in test 33. I am assuming the ambient corrections between tests have reduced outside test to test noise to a minimum. Test 15 plot shape looks 8v ish as we have seen in multiple tests tested on this forum but with much higher peaks (expected). My suggestions would be to compare the ports and cylinder head on a Golf MK3 8v to the modifications you have done on the AGY head and see if there is benefit on fitting one of these. 113bhp@6000rpm and 106lbft@5400rpm, from a 1.4, forums a torque shape of a STD 2.0 MK3 16v , just with a little less punch. Must go well on that short FDR.
Estas is the only good quality affordable billet cam available in SA. Estas blank billet are also widely used for custom grinds. VWMSA also makes use of Estas cams for the local race cars. You are correct in varying dyno results of SA dyno's, something to keep in mind is the varying altitudes from sea level for Cape Town and Durban to +-1700m in Johannesburg. As well as the varying climates throughout the country. Then some of the dyno's read corrected engine power whereas others reads wheel power and to top it all some are set to hp as to kW. Very confusing indeed. I've always taken my car to the same dyno with the same tuner do the tuning work on the EMS, that way I have some sort of reliable comparable data. I doubt those figures to be 100% correct.
That block would be the short block IM shaft carb fed 1.6 Locally the 1.4, 1.6 and 1.8 used this block, the same across all the capacities, the differences being the bore and some more drilling's on the EFI versions of the 1.4, 1.6 and 1.8 IIRC, my original 1300 used the same block, but different bore.
Good stuff, then we can rule out venues and just assume the dyno's correction software is doing as designed once operated properly. After reading it again it was at the wheels (ATW) which depending dyno estimation algorithm sounds plausible for 2.0 8v. ~160Nm ATW = 120lbft (ATW) - more than possible on a Dyno Dynamics machine.
