400BHP MK2 Golf Track Car.....Well that's the aim
Discussion
Been browsing the forum for a number of months now and thought it's about time I signed up and showed my own little project. What started with the idea of just remapping my MK4 GTI has now ended up with me starting to build something I've always wanted since getting into cars.
As soon as I turned 17 all i've wanted is a MK2 Golf GTI after driving a friends 8v I was hooked, but then reality set in and insurance quotes approaching the best part of £3k I found myself in a 1.3 mk4 fiesta....quite the compromise :thumbd: 5 years on and a few cars later and my daily is a 2 owner from new mk4 20v GTI. It felt like a missile after the 56bhp fiesta but after a few weeks you get used to things and it no longer gave the same sensation, especially after jumping back in it after riding one of the motorbikes.
Anyway on to the project, initially I began building this engine to house in the mk4 but the temptation of building a mk2 has bitten, i'll let the photo's do the talking.
So this is where it began. A couple of years ago a friend of a friends Audi got taken out whilst parked outside his house when the snow came. He began stripping it and eventually found himself well out of his depth and lost interest and began using it as a garden shed by the looks of things. After months of badgering him to sell it to me, I got him down from £1200 to £180 providing I had the car shifted by the end of the week. Result.
Within 2 hours the engine was out and the shell loaded onto a friends recovery truck and it was off to the local scrap yard. £130 cash back
The next day me and a friend set to work pulling the motor apart, the only gremlin being the bottom pulley bolt was seized on and no matter which impact gun we used it wasn't coming out so we welded a bar to the scrap flywheel and used a scaffolding pole on a breaker bar.
Not to bad for 145k
Out with the old
First delivery
Block back from being re-bored to 82mm, decked and hot washed, ready for paint
Gapping the rings
Fresh shells
Crank in and clearances checked aswell as the end float
I.E rifle drilled rods
All in
Got a few parts back from the power coaters
Test fit on the cambelt covers
Oil filter housing blasted, coated, cleaned out and rebuilt
More to come soon
As soon as I turned 17 all i've wanted is a MK2 Golf GTI after driving a friends 8v I was hooked, but then reality set in and insurance quotes approaching the best part of £3k I found myself in a 1.3 mk4 fiesta....quite the compromise :thumbd: 5 years on and a few cars later and my daily is a 2 owner from new mk4 20v GTI. It felt like a missile after the 56bhp fiesta but after a few weeks you get used to things and it no longer gave the same sensation, especially after jumping back in it after riding one of the motorbikes.
Anyway on to the project, initially I began building this engine to house in the mk4 but the temptation of building a mk2 has bitten, i'll let the photo's do the talking.
So this is where it began. A couple of years ago a friend of a friends Audi got taken out whilst parked outside his house when the snow came. He began stripping it and eventually found himself well out of his depth and lost interest and began using it as a garden shed by the looks of things. After months of badgering him to sell it to me, I got him down from £1200 to £180 providing I had the car shifted by the end of the week. Result.
Within 2 hours the engine was out and the shell loaded onto a friends recovery truck and it was off to the local scrap yard. £130 cash back
The next day me and a friend set to work pulling the motor apart, the only gremlin being the bottom pulley bolt was seized on and no matter which impact gun we used it wasn't coming out so we welded a bar to the scrap flywheel and used a scaffolding pole on a breaker bar.
Not to bad for 145k
Out with the old
First delivery
Block back from being re-bored to 82mm, decked and hot washed, ready for paint
Gapping the rings
Fresh shells
Crank in and clearances checked aswell as the end float
I.E rifle drilled rods
All in
Got a few parts back from the power coaters
Test fit on the cambelt covers
Oil filter housing blasted, coated, cleaned out and rebuilt
More to come soon
In the process of building the head now, it's an agu large port, ported and polished along with a set of piper cams. I'm still trying to find a decent rolling shell to house it. All that I've seen so far are wreckers so I'm concentrating on funding the motor first. I'll get some pics up when I. Home from work 
Alias218 said:
AGU heads are used in most big power builds. The only real difference IIRC between earlier and later code heads is the VVT, of which the earlier ones are hydraulic and the later ones are electro-hydraulic.
AGU would come into its own above 500bhp. The non-VVT heads are available with smaller ports and would IMO better suit the OP's desired power target.
Quality looking engine build there - lots of good parts going into that block.
Where is the rest of the mk2 though?! Have you signed up to the mk2 Golf Owners club - www.vwgolfmk2.co.uk ?
Where is the rest of the mk2 though?! Have you signed up to the mk2 Golf Owners club - www.vwgolfmk2.co.uk ?
The latter VVT heads are all small port and alot of results have shown that the VVT offers very little in terms of performance gains so it's staying out. KISS Keep It Simple Stupid
As for the MK2 i'm still on the hunt for a decent GTI shell, this engine was originally destined for my MK4, but it just feels like I'm adding glitter to a turd. 400+ hp in a chassis not exactly known for its handling. Even with the various upgrades using TT/S3 and Seat wishbones and subframes a well set up Mk2 will run rings round it and smiles per mile wise it'll be a giggle.
More pics of the motor
Another fault that's been found with a few of the high power 1.8t builds is that a few of them have sheered the keyway on the crank/bottom pulley. To solve this I've pegged the pulley using 2 3mm high tensile pins that run straight into the crank and into the pulley working in conjunction with the keyway. With the uprated valve train going in the last thing I want is a piston trying to dance with new valves.
With the head stripped, it was time to order the new goodies 20 of everything! ouch.
Supertech nitride coated inlets valves, inconel exhaust, ti retainers and double sprung springs. New guides and stem seals.
Made myself a quick stand to make things easier when porting and building it
and turned up a quick tool to insert the new stem seals
Exhaust side before:
Exhaust side finished
Inlets have had the same treatment:
I've not gone wild with the ports, more a clean up that anything and removal of the casting crap.
the heads now been skimmed, pressure tested and the new guides fitted and I'm'm ready to start building it and installing the piper cams
As for the MK2 i'm still on the hunt for a decent GTI shell, this engine was originally destined for my MK4, but it just feels like I'm adding glitter to a turd. 400+ hp in a chassis not exactly known for its handling. Even with the various upgrades using TT/S3 and Seat wishbones and subframes a well set up Mk2 will run rings round it and smiles per mile wise it'll be a giggle.
More pics of the motor
Another fault that's been found with a few of the high power 1.8t builds is that a few of them have sheered the keyway on the crank/bottom pulley. To solve this I've pegged the pulley using 2 3mm high tensile pins that run straight into the crank and into the pulley working in conjunction with the keyway. With the uprated valve train going in the last thing I want is a piston trying to dance with new valves.
With the head stripped, it was time to order the new goodies 20 of everything! ouch.
Supertech nitride coated inlets valves, inconel exhaust, ti retainers and double sprung springs. New guides and stem seals.
Made myself a quick stand to make things easier when porting and building it
and turned up a quick tool to insert the new stem seals
Exhaust side before:
Exhaust side finished
Inlets have had the same treatment:
I've not gone wild with the ports, more a clean up that anything and removal of the casting crap.
the heads now been skimmed, pressure tested and the new guides fitted and I'm'm ready to start building it and installing the piper cams
DaveJH said:
Why 20 of everything? Surely 4 cylinder, and 4 valves per cylinder equals 16? (Unless I am missing something?)
They're 20v engines.As for the VVT, allegedly (I'm going on 'as accepted' rather than gospel) is mostly for emissions reasons on these engines rather than for performance as per VTEC. I could be wrong however.
Alias218 said:
DaveJH said:
Why 20 of everything? Surely 4 cylinder, and 4 valves per cylinder equals 16? (Unless I am missing something?)
They're 20v engines.As for the VVT, allegedly (I'm going on 'as accepted' rather than gospel) is mostly for emissions reasons on these engines rather than for performance as per VTEC. I could be wrong however.
Alias218 said:
They're 20v engines.
As for the VVT, allegedly (I'm going on 'as accepted' rather than gospel) is mostly for emissions reasons on these engines rather than for performance as per VTEC. I could be wrong however.
VVT isn't in question because of performance. We were discussion early (large port), and later (small port) heads. Most small port heads are VVT but there was around a year when they weren't - and these would be my choice for sub 500bhp.As for the VVT, allegedly (I'm going on 'as accepted' rather than gospel) is mostly for emissions reasons on these engines rather than for performance as per VTEC. I could be wrong however.
mwstewart, the VVT thing was in response to Seanrd mentioning it.
Why would you personally choose to use smaller port heads? I'm interested to know as a learning opportunity, especially considering your credentials. It may get me brownie points in the classroom, as I'm currently studying the factors that go Ito engine design for work!
Apologies to the OP for derailing your thread somewhat.
Why would you personally choose to use smaller port heads? I'm interested to know as a learning opportunity, especially considering your credentials. It may get me brownie points in the classroom, as I'm currently studying the factors that go Ito engine design for work!
Apologies to the OP for derailing your thread somewhat.
Edited by Alias218 on Thursday 28th November 18:36
Edited by Alias218 on Thursday 28th November 18:37
Alias218 said:
mwstewart, the VVT thing was in response to Seanrd mentioning it.
Why would you personally choose to use smaller port heads? I'm interested to know as a learning opportunity, especially considering your credentials. It may get me brownie points in the classroom, as I'm currently studying the factors that go Ito engine design for work!
Apologies to the OP for derailing your thread somewhat.
Air volume vs port size vs velocity. Essentially getting the balance right between flow and friction. The 20vT heads flow very well in standard form and it doesn't take an inordinate amount of boost to hit 400bhp; the later (non-VVT) head is not restrictive at this sort of power and would keep inlet charge velocity higher.Why would you personally choose to use smaller port heads? I'm interested to know as a learning opportunity, especially considering your credentials. It may get me brownie points in the classroom, as I'm currently studying the factors that go Ito engine design for work!
Apologies to the OP for derailing your thread somewhat.
Edited by Alias218 on Thursday 28th November 18:36
Edited by Alias218 on Thursday 28th November 18:37
Granted we are not talking 500rpm lower boost threshold or anything significant, it's simply another piece of the optimisation puzzle.
Just to make sure we're talking about the same thing: by early head I mean the cable throttle type (AEB code in the Audi A4), rather than the later DBW engines which are all small in comparison.
Would a higher boost level not maintain high charge velocity, even on large port heads? To reach 400bhp the turbo (among other things) needs to be swapped out for a larger unit, owing to the K04 being a small, low pressure unit, even in hybridised form. The 1.2-3 bar (120-30kPa if you prefer) pressure seen on many 400bhp cars would surely provide an ample pressure differential between the inlet and cylinder sides of the valves to keep up charge velocity? I'm just hypothesising here.
I own an AMK engined LCR, which I hope to fettle once it's relegated from daily hack, so this is all helpful stuff.
I own an AMK engined LCR, which I hope to fettle once it's relegated from daily hack, so this is all helpful stuff.
Alias218 said:
Would a higher boost level not maintain high charge velocity, even on large port heads? To reach 400bhp the turbo (among other things) needs to be swapped out for a larger unit, owing to the K04 being a small, low pressure unit, even in hybridised form. The 1.2-3 bar (120-30kPa if you prefer) pressure seen on many 400bhp cars would surely provide an ample pressure differential between the inlet and cylinder sides of the valves to keep up charge velocity? I'm just hypothesising here.
I own an AMK engined LCR, which I hope to fettle once it's relegated from daily hack, so this is all helpful stuff.
It has less impact on cylinder filling than an N/A application, but port size/shape still plays a significant part in how a turbocharged engine makes its power. I'm having a 2.0T built at the moment and the difference between different port sizes on the flow bench (also realised on the dyno) is still quite staggering.I own an AMK engined LCR, which I hope to fettle once it's relegated from daily hack, so this is all helpful stuff.
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