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Date:         Thu, 28 Mar 2002 12:07:59 EST
Reply-To:     FrankGRUN@AOL.COM
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         Frank Grunthaner <FrankGRUN@AOL.COM>
Subject:      Comment on 2.1 WBx vs. 2.2 Sub vs. Tiico (was The problem with
              TIICO)
Comments: To: vgonman@msn.com
Content-Type: text/plain; charset="US-ASCII"

In a message dated 3/28/02 3:21:38 AM, vgonman@MSN.COM writes:

<< I have done one of these conversions with a friend, and it is a neat

conversion, but after rebuilding my own 2.1 there is not that much

difference. PERIOD. As a matter of fact, when my friend drives my rebuild,

he will fell like he got a little ripped off. Especially with all the parts

that are missing in the kit, >>

I want to go back to review what I tried to get across in the previous posts on engine efficiencies, torque curves and transmission selection. The comment cited here is quite correct. The data I have presented shows that the 2.1L WBx, the 1.9 WBx, the 2.2 Sub and the TIICO, as well as the 1.8L and 2.0L VW inline 4 are all comparable in output per normalized displacement.

The 2.1L WBx has a good low end power curve, well matched by the VW engineers to the Vanagon through the selected transmission ratios. It has two major problems (IMVHO): 1) poor reliability with a marginal head/cooling jacket sealing system. And 2) inadequate high rpm performance with low redline and rapid power falloff at high rpm.

The 2.0L TIICO and VW engines have less low end torque but significantly more high end torque. Running the 2.0L engine with the 2.1L WBx optimized powertrain will give the 2.1 the edge in drivability. To better match the two, the final drive ratio should be changed to give the same rear wheel thrust at low velocities in top gear. Also, the I4 would greatly benefit from a 5 speed trans. The long suite of the I4 engines is bullet proof reliability. Even poorly maintained, these engines are amazingly reliable and long lived. As I have shown in previous road wheel thrust comparisons, the 1.8L digifant engines, mounted in the diesel configuration with the DZ transmission have the highest performance and drivability factor of the engines discussed here. But the final weight of judgment here is that I think that without CARB certification, the TIICO is a disaster for any owner in the emissions savvy states. Remember, what's in CA today will hit the rest of the lower 48 in 5 to 10.

The undocumented Subaru 2.2L is clearly an appropriate choice for conversion. Its torque curve would appear to be that of a typical small displacement engine, i.e., tuned for output at higher rpm. The Subaru conversion will not be competitive with the 2.1L WBx off the line and in low rpm situations (especially if mated to the 2.1L transaxle). It will probably outperform the WBx at higher rpms and clearly has an extended usable rev range. It offers reliability, if the donor engine comes from a wrecked vehicle. Engines from the used Japanese engine importers will have an unknown pedigree.

To summarize, the best N/A engines for the Vanagon are competitive and each carry negatives. On the issue of reliability and performance enhancements, I must say that I have never seen an inline 4 with a broken rod peering through the case. I have seen many 2.1L WBx's in this condition and a few 1.9L units. What you really want is a high low end torque motor with variable disp lacement and high rev range. The only successful version of this combination requires the use of a turbocharger. The TDi would be ideal, and a carefully detuned 1.8T (keep the trans from becoming a case of metallic fines) would be great. A turbocharged 2.0 would seem ideal!

Frank Grunthaner


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