Re: [VW-A3-2L] To Sell or Not to Sell

["Bill Hussey" <list_squid@hotmail.com>]

>From: Khan Klatt <khan@mediaaccess.com>
>Date: Mon, 28 Aug 2000 13:37:49 -0700
>
>At 8:45 AM -0400 8/28/2000, Ryan Thompson wrote:
>>There's no replacement for displacement. VR6 more reliable.
>
>While I agree with the first half of your statement, the 1.8T is the
>most reliable engine that VWAG has produced. I don't have the
>statistics, but this engine is amazing. It's a newer engine than the
>VR6, so it is very impressive.
>
>
>That brings me to your first statement. While there's no replacement
>for displacement, I'd take a newer, more technologically advanced
>engine over an older higher displacement engine... When you compare
>apples to apples, you'd be comparing the displacement of two
>technologically similar engines.
>
>Only then does the equation (or statement) re: replacement for
>displacement really begin to ring true.
>
>That having been said, I think that's why the 1.8T can be tuned to
>put out outrageous amounts of power that are difficult to achieve in
>the VR6, but that's just what I've read.
>
>-Khan

It's easy to make gobs of power out of the 1.8T, not necessarily because of 
greater technology (though, it does have 5 valves per cylinder which can be 
considered new technology), but because it was DESIGNED from the get-go to 
put out gobs of power.

The stock compression ratio is much more conservative than the low-boost OE 
turbo demands, lending to assume the engine was designed with much higher 
boost in mind, everything from the composite cylinder liners to the way 
water is routed through the block says "BOOST!"  The fuel injectors are easy 
to get at and swap, the stock intake manifold is a beautiful piece and Audi 
gave plenty of room between the holes in the heads/block to allow for 
extensive porting without ruining strength/reliability.

They used the highest strength crank possibly which is complete overkill for 
a 150HP engine, and the transmission is designed to handle something like 5 
times the stock horsepower.

Audi has larger turbo kits for the car "For racing use only" as they state 
which of course, voids the warranty, but really, is nothing more than a set 
of bolt-in turbos, new fuel maps, larger injectors, and a larger intake 
plenom.

The VR6 is an ok engine, but without double it's current displacement, the 
only way to make 400+ hp is with forced injection (supercharging, 
turbocharging, nitrous).  And boosting an engine not designed for boost can 
be expensive.  Compression ratio has to be lowered, either by replacing 
crank, rods, pistons, gaskets, or combinations thereof.  Forced induction 
does generate a substantial amount of heat and that has to be dealt with 
accordingly.  You also need to find fuel maps/entire engine management 
computers that know how to properly handle the wildly varrying intake 
velocities/pressures/temps associated with turbo charging, etc ... the list 
goes on and on.

If you want to make normally aspirated power, there is no replacement for 
displacement.  And technology hasn't really improved ALL THAT MUCH in the 
past 30 years either.  Case in point, the 5.7L, 347ci Chevy LS1, the stock 
engine for the Z28 and the Vette, still uses 2 valves per cylinder and 
pushrod technology, whereas the new 4.6L Stang GT engine is 4 valves per 
cylinder, double-overhead cam, and still can't make as much horsepower or as 
much torque.  Interestingly enough, with 40+ years of experience with 
small-block, pushrod engines, Chevy has managed to make the 350/347 5.7L V8 
not only put out more power, and more torque, but it gets better gas mileage 
(regardless of trannies used) despite having a 1.1 litre disadvantage.

Bill
'98 GLX
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