NASP FSI Content....2.2 litre and 9600 rpm? Read on!

So what codes/where are people getting the FSI cylinder heads from. Wish I hadn't sold mine now want another!

I seem to remember reading the cylinder head has a combustion volume of around 43cc. Would this equate to roughly 11:1 + on ABF pistons? Which im then guessing will need to be pocketed for the valve clearance.

 

No codes as the cylinder head from an FSI or TFSI in the above case is used for a port fuel injected engine with many custom components. Such an engine runs a normal SEM.

 

This engine has now been stripped down and sold off in parts. I had purchased all the valve train from Chris for my engine build.

Few pics of the bits below, Catcams 309/298 (as I recall) degree inlet/exhaust cams, 13+ mm lift plus Catcams springs, titanium caps, spring bases, solid roller followers, lash caps/spacers, pulleys and a set of ARP head studs - should work ok if Chris's engine is anything to go by

Also some pics of the pistons and rods from Chris's engine. Were sold by the time I contacted Chris a month before this thread was posted, but would have been no use to me anyway. Bore too big, compression too high, rods the wrong type but interesting, hence posting pics.

 

Those pistons!!

Thanks for the details.

 

Bugger the pistons look at the cam lobe profile, it is like a straight wall!

 

Jeezus H Cripes, awesome stuff.

 

The roller rocker geometry demands a slightly different profile to the cam lobes that make them look a bit more aggressive than they would in a direct operation scenario. That is one of the issues some of the cam manufacturers told me that they have, working out the profiles to suit the roller rockers.

That said the std FSi cams have quite a shallow profile with a distinctly pointed end and these are the most aggressive profile that Catcams list for the N/A FSi.

 

Given the nature of what Chris 'all-motor' was required to do, was the cam train in that application, not bespoke to suit the custom pistons, compression ratio, and very high and narrrow torque band, you would expect for a drag racer?

 

No, its an 'off the shelf' grind, although it is their top spec full race spec cam. I would imagine it was originally developed for top spec tarmac rally and rally cross use. The works S2000 cars use this head so a good platform to sell in to that market, although limited as there is no real fast road or trackday aftermarket as the complexity and specialist nature of top spec N/A engines makes it overly costly and complicated, especially when yon can just bolt a turbo on to a reasonably std engine for the same or more power in comparison.

However, for racing the rules don't always favour the obvious and easy answers!

Chris went for a very 'top end' type of engine and I believe this was greatly dictated by the VERY big throttle bodies he used.

If you look at modern 4 cylinder motorcycles they are not using big lift cams, huge durations or massive compression just very good ports, combustion chambers and low reciprocating weights to run at high revs. That said they use very big throttle bodies for the size of the engine, but with the FSi you have to be more conservative. Not only because of the limitations of the production based casting of the heads/crankcases and associated parts but because it will be pulling 700+kgs of car plus driver, not 180kgs of bike + driver. Torque is an important factor with this much weight.

The cams are in reality far less aggressive than the cam in my 8v engine but the potential of the head [ports] is far greater. The trick, if I can fund it, is to get the rod ratio as good as I can and get the weight of the rods/pistons etc down. Looking in to it many of the steel rods on the market seem to be developed to take big BHP form Turbo cars and probably too heavy/strong for what I need. What I need rods that can take about 300 bhp max BUT spin far high, as the quicker the motor spins the more air you can get in, as you are not limited by the capacity of the turbo.

As far as I can see if you go too big on the ITB's you loose velocity and actually start to go backwards, so the selection of the size and spacing of the ITB's needs a bit of planning.

Time will tell but I'm fairly confident it will do what I want

 

I am aware what those RX cars run hence the reason the question was asked.

In drag racing, turbo or NASP, you use the torque band to rapidly accelerate you and target max power across the finish line and in essence that determines your trap speed. Cars like that are not interested in "mid range" and have gearing to take advantage of the narrow but high rpm torque range.

Go luck with it. Look forward to what happens.

 

Does the pulley on this S2000 engine look like a catcams one? Did catcams supply the original engines?

https://www.youtube.com/watch?v=pd5juRMM7fU

With the camshafts and 13+mm lift is there not additional machining required to the spring seat area?

I understand the point of more lift but was the old BTCC lift height max around 11mm when they were in the 280-300bhp region?

Are you running a dry sump tony? - I would have thought with a dry sump the main importance is just going to be finding a piston with a good skirt design to lower the friction losses.

 

^^ Is that a genuine Skoda S2000 motor though?

 

The engine in the above link is an S2000 engine, altough the Inlet here is ITB instead of a single trottle/ plenum in S2000.
Btw, that engine belongs to our Club GTI member skywalker38 for his Mk2 hillclimb car

 

Thanks for the info.

Nice few pictures here on the Fabia setup. http://k2test.skoda-auto.com/en/motorsport/cars/fabia-s2000 Interesting to see it using a 4-2-1 manifold.

253NM@7000 275bhp@8250 on a single throttle not bad at all!

 

Nowadays 4-2-1 exhausts are the norm as they give the best power/ torque across the rev range.

Above figures are official numbers.... infact the best engines deliver upto 270 Nm TQ

 

There's 4-2-1, and there's 4-2-1 though. Long is the name of the game here......

EuroSpec Sport used to do a lightweight uprated rod for atmo engines.

 

The length or the various exhaust runners in the competition engine, would be part of the package that works with the camshafts, induction system and engine control tuning to deliver maximum engine torque as desired.

 

and the order
Take a look at some of the cheap ones...

 

Really? Wow. Thats clever Mista......