Someone said to me at a car meet last night that I was oly wanting a 2ltr 16 valve (9A) for my mk1 golf for the sake of it, and that I should look to get a complete KR lump and bore it out to 1900cc. He never did explain his argument...why might this be a better idea? Pros and cons? I would have thought that even boreing a KR out to 1900cc would cost more (id have to get it done my someone clearly as I cant do that sort of thing) than getting a complete 9A lump and wouldnt the 9A produce more out of the bag power anyway and equal a KR 2000cc? Im interested as tend to see more KR lumps for sale than 9A, plus they are Kjet and thats what I want to run. All opinions v welcome.
The 9A at 2L retains its piston-cooling oil jets whereas I believe they have to be taken out with a KR at 2L Rob
I`ve heard you retain the revvy nature of the 1800 with an added bit off power with the 1900kr, so it depends what sort of characteristics you want really? Vince said mine behaved like a 1900 on the rollers, flatter torque curve but still with the 4k kick. I don`t know if mine`s a 1900 or not but it would be nice although if it was the torques a bit disapointing [:^(]
A 1900cc kr will rev even easier than a 1800cc kr, its a lot of fun but you have to use the revs as it would have no where near the low end torque of a 9a 2000cc
RobT wrote: The 9A at 2L retains its piston-cooling oil jets whereas I believe they have to be taken out with a KR at 2L Rob cant you get machined pistons to clear? sorry to throw another option in but what about 2.1 kr/9a? oops just noticed name of topic Edited by: riley
funny old thing - with 155bhp and 126lbft from just a filter and exhaust he said the same about mine.....
You never know lads, we could`ve all bought a bargain . I`m on a 4 branch manifold, will have to get the car booked in for a bit of fettling!
4 branch? pa! std 16v manifold, std 8v downpipe, Jetex full S/S *8v* Exhaust K&N panel filter "Dexspeed SPT" modified airbox and cold air feed, WUR mod.
9A all the way If yoy ever drive the car hard you'll need those piston oil jets for cooling. The 9A is a very robust unit and does provide the goods. 1900cc is a nice revvy unit but lacks lower torque but is very "zingy" at the top. Ultimately a good 2 litre with head cams and a manifolf, exhaust will give excellent results. Cam choice is personal dependant on what you want I have 268/276 Schricks...believe me there has been much discussion on this topic but most will agree the combination as a package produces a nice all round package on K jet thats reliable and powerful/tractible. I will make all efforts to attend Stealth to get a"proper" torque figure. The power figure would seemingly appear to be in line with Stealths ATW figure.**See Elite 1000's RR Results @ TSR ** .....** 164-170 ATW ** Nearest car to that apart from Chris's Turbo was two VR6's at 140 ATW 2 litre 16V's do work. The car realy idles well at 1000rpm and still gives 32mpg in general driving. The manifold is beneficial over the standard...I have AmD before and after dyno plots on a 1800 block....the manifold picks up torque in the middle and holds full power to the rev limiter...that was on standard milder cams...it's even better on 2 litre My advice is get a 9A block first and if you can afford do ther rest you won't be dissapointed. Ianb
I'd avoid a 2 litre kr block. I had one and it went really well but didn't like track days . I have a 9a now
is it possible to bore the 9a out to 2.1,or do you need a longer stroke crank? what size pistons would you use?83mm? and can you buy steel rods for the 9a? cheers,very intersting stuff
yeah you can get 83mm pistons for a 9a, i think ridgeway racing had some 85mm ones too if you are brave Edited by: prof
Well my cast manifold was cracked and the middle silencer box was blowing so I went for a full system. Would be interested to see some rr graphs to see how it compares to std exhaust.
Keith I'll try and dig them out for Mallory... Are you participating...doh...must check the list. Very interesting graphs Ian
