Date: Tue, 31 Aug 1999 22:05:02 -0700
Reply-To: David Marshall <vanagon@VOLKSWAGEN.ORG>
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: David Marshall <vanagon@VOLKSWAGEN.ORG>
Subject: Re: Subaru was: 2.1l engine for sale too $900.
In-Reply-To: <876e6627.24fdf9f6@aol.com>
Content-Type: text/plain; charset="us-ascii"
The VW 2.0L has 122 or 135 ft/lb of torque at 3200 RPM (it depends on what
brochure you are reading). I have one of these in my Syncro and there is a
noteable improvement over stock torque - plus the power is there when you
need it from about 2500 RPM clear to 5500 RPM - all *very* smooth too!
The other great thing about these is they are SIMPLE to wire if you do not
have stringent smog laws. What I do is get a CIS-Lamda 81 to 84 Rabbit
fuel injection system - it is pure mechanical once you get it going and
with a bit of cranking you do not need electronics to get it started -
meaning nothing to break to send you home in limp mode (as happened to my
CIS-E Westie), I interface into the CIS-Lamda to a knock sensing ignition
from an 85 thru 88 GTI / GLI (see http://www.volkswagen.org for the wiring
diagram) for timing control on 10:1 compression ratio engines. The other
neat part about the CIS-Lamda system from the 81 thru 84 rabbits is you can
remove the O2 computer and everything still functions - the only difference
being is instead of 0.5% CO you would have 2% CO which will get you home
with no problems - unlike CIS-E or Digifant which will put you into limp
home mode if you disconnect the O2 sensor or the O2 sensor computer...
The skid plate is still there in it's original place (no shims or cutting),
the inline four also weighs less than the boxer and gets me about 23 to 24
MPG on the highway, plus the ability to use a real block heater,
inexpensive exhaust and up to 140hp with some bolt on mods - currently I am
experimenting with a 266 degree Techtonics cam for about 125 to 130hp with
out loosing anything on the bottom end below 2500 RPM.
At 11:39 PM 31/08/1999 EDT, Rico Sapolich wrote:
>Regarding the Subaru conversion, KENWILFY writes:
>
><< He says that he would like to re-gear the tranny a little though as the
>engine makes it's power in the higher rpm range and the van tranny is not
>geared quite right.
> >>
>
>This is one thing about which I questioned Kennedy Engr. They replied,"The
>95 and earlier Subaru engines are happy at the high RPM required by the
>Vanagon gearing. Peak torque is up where you need it at 4400RPM." The
>engine may be happy, but I wouldn't be happy. I want the engine to pull the
>hardest right in the middle of that green area on the tach, about 3000RPM.
>If you look at the 2.1L, it torques out @ 3200RPM and the 1.9L @ 2800RPM. I
>certainly do not want an engine that I have to wind up tighter than a ferret
>on crack for use everyday. While VW may have gotten the torque profile
>right, they just didn't provide enough of it. I guess what I want is what
>Smokey Yunick has been saying everybody cruising the highways and byways
>really needs: a high torque, low-speed power plant.
>
>So, what can I stuff into the ass end of my Syncro that retains the skid pan,
>doesn't weigh too much, isn't too long (height doesn't scare me). and puts
>out about 135 ft-lbs @2800-3200RPM? Oh, I almost forgot; does not have wet
>liners nor external coolant bypass lines.
>
>Richard
>
>
-- David Marshall - - Quesnel, BC, Canada --
-- 78 VW Rabbit, 80 VW Caddy, 84 VW Westie, 85 VW Cabriolet --
-- 87 Audi 5000 Quattro, 88 2.0L VW Syncro Double Cab --
-- David's Volkswagen Home Page http://www.volkswagen.org --
-- Fast Forward Autobahn Sport Tuning http://www.fastforward.ca --
-- david@volkswagen.org (pmail) or vanagon@volkswagen.org (list) --
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