for questions and answers about alternative power transplants on the T25, GTi, Porsche,Subaru etc, this is the place. You must register to post but anyone can read.
hmmmm bike carbs!! i think thats the way forward!! im guessing as how they are fitted originally on the bike the engine angle shouldnt matter as it will be a panel van its going in
just need to start a list of whats needed
so far from what ive worked out, get a MK3 2.0 8v golf gti as the donor car?
Then to modify the engine to specs i want i need..
ABA head? or possibly another Crossflow head (heard new shape beetle ones fit?
Bike carbs
Custom made inlet
Fuel pump? possibly use the one off the bike?
Can anybody add or E D I T the list above or any other comment?
What clutch do i need?
What head gasket set do i use?
i'd rock any 2.0 bottom end and fit a pb head to it - elvis will tell you to cam it - others will mention polish and match porting the list is endless really..... you could spend a fortune and ruin it all by not having the gearbox r&p altered. a flipped audi box seems a lot of hassle to me - never ending problems there although cheap! h/d jx clutch should work until you hit big power and a dj pump and fuel pressure regulator (fpr) most bikes that have pumps have fuel injection for the throttle bodies and i dont think you want to go down that route!
think it was bogg-bros who made the inlets? easily copied and made out of steel plate and tube to get shapes and angles sorted
everytime you masterbate god kills a kitten! member 1289 does this still mean owt?
It's not chap. Need matching inlet manifold then you lose TPS so have to adapt manifold etc etc
Have never found any facts or figures to confirm/deny PB head is any better or not. Those in the know appear to think it arrives from the fact people put a 2l block in a mk2, have to use the mk2(PB) head and injection/wiring then over time it's become folklore that the reason the heads kept as it's better..
Difference in valve sizes is very negligible (think PB have marginally bigger exhaust valve by 00.xxmm or something silly but Mk3s have 7mm v 8mm valve stems so less restriction (but we are talking 115bhp road engines v F1 so doubt it makes a difference.
Head and cam bruddah, head and cam........
Did you ever get to the bottom of the ADY v AGG ? Seen CR differs but everything else mechanical appears to be the same. AGG makes peak torque 600rpm lower than ADY. Maybe it might be worth going down AGG ECU route?
The only differences that I have found are:
Better Euro class of 2 instead of 1.
Higher comp
Max Torque at 3200 for the ADY, AGG 2800
The crankcase breather system is better and there is a pick up for the rev counter.
I now have a Golf AGG ECU in mine along with the Golf throttle body, it has a more aggressive drive.
The ADY setup feels more elastic and is better for long holiday cruises.
I think I'll go the down the head/cam route just like you (maybe even buy the head from the same man).
