Is this possible/realistic? By my reckoning you need a diesel crank and a ~85mm bore? What do you think? I know a 2108 is doable (95.5x83.5?) but 2180??? Never heard of a 2.2 4 pot vw before. Anyone else??
On my maths a 2190cc should be doable (100 x 83.5), subject to pistons and compressions. The old C&R Zerstorer was running a 99mm crank, but based on their suppliers I suspect was a Eurospec 100mm - click. Eke it out to 84mm and it's 2217cc at a push. This Seat Ibiza supposedly has a 2.2 n/a lump.
Engine in question was a TSR motor. Definitely had a 95.5mm diesel crank- but bore unknown. I don't think 85mm+ is possible- though I may be wrong? As said I suspect it's a 2108 and the receipt has been annotated incorrectly... Chap on ed38 seems convinced it's a genuine 2.2 though Hmm
A 2108cc would need 83.82 - 83.85mm pistons to keep within the rounding zone to land on 2108cc. 2180cc would need a bore of > 85mm on a 95.5cc crank which we know from the BTCC thread is impossible. CSI CGTI stikes again. Based on the fact he doesn't know what he's selling, caveat emptor!
2180 is an odd number.... an 85mm bore with a 95.5 crank would give 2167cc... or 2.2 ltrs.. ish. A sensible 83.5mm bore and a 100mm crank would give 2.2... 2190cc. A cheaper option of 83.5 with the 95.5 diesel crank would give 2091cc.
The receipt has 2180 and 2.2 handwritten on it. Supposedly a knife-edged derv crank- which means 85.24ish mm bore. Surely that's not possible?
Nope. Simple-as. The BTCC thread has been up and down the max bore road. They went to 85mm and we're sweating badly as it is at 85mm, suspecting special blocks with thicker walls. 88mm bore centres give you 2.76mm wall thickness between 1&2, 2&3 + 3&4 on 85.24 bore.
Thicker walls would have been real easy at time of moulding. It would just Mean wrapping the timber plugs that form the holes in water jacket core box with some tape. A few wraps would make them larger enough to give a greater bore wall thickness. So what Im saying it, its very easy for them to do, so would not cause any worry or any extra tool up at time of moulding. I have been a witness to the tape method in a factory where greater meat was needed for a similar design issue. Another wonder of mine is if they may have used water jacket grout. Blocks can successfully be filled 2/3s of the way up with no issues. This steady's the bores and offers great support also.
Chris... I just calculated an 85mm bore on a KR bottom with a 4.3mm wallthickness. No special cast or anything. But again, offset boring, so I'm not sure how this goes with the coolant canals.
Just saying that if it's possible with one engine, it's possible with another. There is no "can't be done".
For the BTCC thread fine. In the context of this thread, a non-works road engine with a 95.5 crank, it's as good as impossible.
Said engine was an ex-demo TSR worked 2E block supposedly.. I don't recall a 2.2 ever being advertised by TSR or any of the other leading tuners going back a few years. BRM, GTi Engineering etc etc This is what sparked my interest
Thruxton was the biggest @ TSR: 2.1 was the level of detail given, saying "longer stroke than the 2-litre" implying 82.5 x 95.5 = 2042cc Is the seller on the less knowledgeable forum, or somewhere else?
C & R as Chris Eyre mentioned earlier had a red car (Zerstorer?) that had something like that in it. I still have the brochure somewhere. It was rev capped due to the long stroke iirc. I think it is far to big a compromise to stretch an engine this far for road use. Why not spend dosh on the transmission that will have a far greater benefit. EDIT, Just looked in the C & R brochure and it states 2.2
Yes, the Zestorer C&R demo car. Listed as 99 x <something> but they also gave out the ccs of the engine. When doing the maths on bore x stoke, it didn't match the ccs. Changed to 100mm crank, it matched. And they bought bits from Eurospec in their catalogue. Case solved IMO.
