Date: Tue, 17 Sep 2013 12:19:48 -0400
Reply-To: frankgrun@AOL.COM
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: Frank Grunthaner <frankgrun@AOL.COM>
Subject: Re: An Engine Conversion Begins-Mixed Emotions! - 3A Comment
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Jeff,
The 3A 2.0L engine was the base offering in the 1988-92 Audi 80. The stock engine uses a CIS-E engine management system which is easily converted to use Vanagon Digifant or 1.8L injectors and electronics. In the archives, I posted all the details for the CIS-E to Digifant exchange. The 3A has a far superior intake and cylinder head and the plastic injector inserts have to opened up to accept the Bosch injectors. You will have to purchase a fuel rail for the Audi port injector spacing (I paid $55 for that and $40 for the machining of the injector inserts). You would also want a block-off plate and distributor adapter plate to use the Digifant distributor. These are available from Techtonics. Otherwise, everything bolts up to the Vanagon Diesel components. I used the windage tray/oil pan gasket, but modified the drainage holes for proper return flow at the 50 degree mounting angle.
The general consensus of those who have swapped 2.0L I4 engines into their previously 1.8L-powered rides is that the 3A is a torquer and the ABA is a high revving horsepower generator. For the Vanagon, torque, especially at low revs, is drivability. In my experience with the 3A install, the engine was a tractor puller compared to the 1.8L RV engine I had previously. How strong? I developed a turbocharger and pressurized the engine to 4 psi and it pulled like a sled dog with no problems. Until I contracted TDi fever...
Frank Grunthaner
-----Original Message-----
From: J Stewart <fonman4277@comcast.net>
To: frankgrun <frankgrun@AOL.COM>
Sent: Tue, Sep 17, 2013 7:36 am
Subject: Re: An Engine Conversion Begins-Mixed Emotions!
Hi Frank,
That is just the kind of info I am looking for. Can you give me a little more info, what years of Audi A3 2.0 are best to use in a Vanagon. I have the '83 diesal carrier bars, i'm guessing those work with this engine? Thanks again, jeff
Jeff Stewart
Alistair,
I would again call attention to the easily workable solution for the 2.0L I4. That is the Audi 3A. 2.0L, superior intake manifold and head to the early 1.8L engines, superior exhaust manifold to the 1.8L group, readily adaptable to the Digifant injection and engine management system, competitive to the ABA in torque and horsepower, and (fully assembled) has the dame deck and valve cover clearance to the Vanagon engine cover as the 1.6 Diesel and the early 1.8L engines.
The Bentley for the 3A is a service manual in contrast to that Bentley so masquerading for the Vanagon. It provides a serious level of support for installation issues as well as repair data.
For what its worth,
Frank Grunthaner
-----Original Message-----
From: Alistair Bell <albell@SHAW.CA>
To: vanagon <vanagon@GERRY.VANAGON.COM>
Sent: Mon, Sep 16, 2013 5:31 pm
Subject: Re: An Engine Conversion Begins-Mixed Emotions!
Neil,
Was it you that, sometime in the past, posted some info on a modified intake
runners/plenum on a cross flow head?
I think it was done to reduce the height of assembly.
Related question, anyone pop a cross flow (un modified) head 2.0l I4 at 50
degrees in a syncro?
I'm sure it has been done and perhaps with no mods as the engine/tranny sits
lower with respect to the body in a syncro
Alistair
On 2013-09-16, at 4:10 PM, neil n <musomuso@GMAIL.COM> wrote:
> Good point and I'm sure you have a pulse on that front given your
> penchant for junkin!
>
> If/When I get a real shop and get set up to learn more of custom work,
> I'd really like to find a VW parts solution to the 2.0 crossflow
> intake to allow it to sit under the lid. (w/o lowering the drivetrain
> too much)
>
> Of note, saw Jim Arnotts ABA swap in person. The intake didn't stick
> up too high. IIRC he lowered the engine aboot 1".
>
> I should note that some of the issues with my swap were self induced
> by my hand in part due to it being a 15 degree mount, and in part due
> to it being an air to water cooled swap. Moreover, I was being very
> fussy about details and posting lots of questions regarding all these
> issues.
>
> Assuming the OP does his at 50 degrees, it should be less of a hassle.
> i.e. more of a "bolt up" affair.
>
> Neil.
>
> On 9/16/13, mark drillock <mdrillock@cox.net> wrote:
>> You can still do a relatively inexpensive conversion with a VW car
>> inline engine but there are a lot of variables. The simple cheap ones
>> that actually fit under the stock engine lid are all more than 20 years
>> old now and getting much less common. My local yard as recently as 2
>> years ago would typically have 5-10 VWs with the 1.8 engine to pick
>> from, with fresh ones in every week. They don't have any now, or last
>> week, or the week before and so on. They get newer 2.0 ABA engine VW
>> cars just about every week, as well as 1.8Turbo VW and Audis. The newer
>> engines are fine and more powerful than the old 1.8 but they don't just
>> bolt in under the engine lid like the old ones did. Times change.
>>
>> Mark
>>
>>
>> neil n wrote:
>>> jim knows more than ill ever know on this topic. that said, I will say
>>> that my time aside, the actual cost in parts was not that high.
>>> BUT..... I made some of the parts. still, as the OP found the diesel
>>> parts can be found , hopefully at a reasonable cost.
>>>
>>> I had the pleasure of meeting a Bostig owner while on my trip ..... the
>>> bostig is a sweet swap.
>
>
>
> --
> Neil n
>
> Blog: tubaneil.blogspot.ca
>
> '88 Westy http://tinyurl.com/c8rlw6p
>
> '81 VanaJetta 2.0 "Jaco" http://tubaneil.googlepages.com/
>
> Vanagon VAG *Gas* inline-VR Engine Swap Group:
>
> http://tinyurl.com/d7gd5ej
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