So just bought the above car of a club member Would like some pictures of original spec for it so I can sort it to original As always thanks in advance Sorry no pictures of car yet still in trailer waiting for me to cut up a c reg 16 v to make space for it
Feel the love Health to restore The conversion comprises of: Tuftrided EN 24 crankshaft of 94.5 mm stroke Specially machined cylinder block with 82mm bore Lead indium heavy duty crankshaft bearings Alloys pistons with valve clearance cut-outs Gasflowed cylinder head Gasflowed inlet and exhaust manifold Reprofiled inlet and exhaust valve seats Selected valve springs Modified camshaft timing Modified distributor Modified injection system Price 2795 (1988) I'm just to good to you Click on link below http://www.gti-engineering.co.uk/featured.html
History GTi Engineering was founded in 1978 by Richard Lloyd. Richard was at that time racing a Golf GTI as well as running Volkswagen GB Ltd's highly successful racing programme which resulted in a hat-trick of British Saloon Car Championship class wins of 1977, 1978 and 1979. These much publicised competition victories contributed very significantly to the successful launch of the Golf GTI in Britain. Racebred Conversions From it's inception, GTi Engineering's primary role was the research, development, production and fitting of road-going sports conversions for Volkswagen and Audi cars. These conversions were of course complemented by an impressive range of racebred performance parts and accessories including suspension, braking, transmission, steering, interior and styling conversions, all of which had evolved over the years and, like the engine conversions, continued to be extended and updated. During the late 80's a team of twenty proficient staff handled the day-to-day business at the company's headquarters at the Silverstone racing circuit. Richard Lloyd Racing Ltd Having established GTi Engineering as a commercial success. Richard then launched a separate company to handle his motor racing activities. Richard Lloyd racing was the most successful private Porsche team regularly competing in the World Sports Prototype Championship. The VAG connection Following its UK launch at the end of the seventies, the Golf GTI was quickly singled out as the cult car - a status it still enjoys today. As a result it has attracted a great deal of special attention from the public and media alike. Keen to foster this special image VAG recognised that, as a 'high profile' company specialising in the marque, with an enviable record in track events and led by an extremely able engineering team, GTi Engineering could do much to maintain and promote interest in this unique car. So in 1982, GTi Engineering were appointed Official Audi Volkswagen Conversion Specialists. Being only twelve miles from the Milton Keynes VAG headquarters they were able to benefit from a mutual exchange of technical information which enabled them to develop modifications very soon after a new model release or sometimes before it's official UK launch. More links Click on http://www.gti-engineering.co.uk/GTeye2.htm http://www.gti-engineering.co.uk/GTeye3.htm http://www.gti-engineering.co.uk/GTeye4.htm
User MK209 or Matt is well up on these cars and a real good guy ( That some Scumbag wrote a letter on... but sure ) ..speak to him mate
Love you Eddie Slow pushbikeeddie maybe lol Thanks very much But in the words of Nige's wife stop messing on the computer and do some work on your awesome mk2lol
On an 8v with vacuum adjustment the weights modified or springs changed to alter advance On a 16v none as there's only a hall sender/ trigger nothing to modifiy Just my thoughts
Does seem strange to list a modified distributor on the 16v spec list, as above..nothing to 'modify' on it!!
Good thread. Relevant crank info here. http://www.clubgti.com/showthread.php?231254-4-cylinder-crank-differences-amp-interchangeability Looks like there was 94 and 94.5mm crank versions on a 2L engine from gti engineering. 8ftlb different. Chris Eyre has one of the 94.5mm Oettinger cranks in a Van Kronenburg (KMS) valver engine, about the max that will go in a non-bubble block engine as this leaves the block walls around the crank throws very thin. Hope the Holbay crank is still in yours and in good nick, easily worth the price of the car if it is.....(1500-2500 or a billet crank these days). Wonder which it is???? Dizzy info seems wrong, as Gary said there is nothing inside a valver dizzy.
My 89 has a vw crank, omega pistons and unknown conrods. Look on my Golf syncro thread for scanned articles and I've posted bits here and there over the last 10 years or so. Search "Gti Engineering" to refine your search. I'll add bits when I can but swamped at mo. http://www.clubgti.com/showthread.php?163414-1989-UK-GTI-Engineering-Golf-Syncro-new-wheels-p5
only thign ion the 16v is the hall sender trigger wheel windows, my thoughts are you can move them slightly? its the only reason i can think of why the polo gt dizzy is different to the SPI one. also peeps on here have had performance issues after fitting cheap pattern 16v dizzy that went as soon as a genuine bosch one was fitted. again cant think of any other reason but the hall sensor windows wernt quite right... A mate of mine has an RE2000 16v and had all a load of original sales gubbins to go with it, will hit him up see fi he can dig it out...
Only time distributor gears are changed is to match the layshaft or when stroking/fitting a 9a crank to a 1.8 block the layshaft gear needed cut back clearance issues. anyway even if you could change the gear ratio the firing points would not line up Moving windows its a fixed wheel you can't and there would be no point as it would be the same as moving the distributor itself when setting timing. Later golfs/volkswagen cars had a single trigger window which was TDC and cylinders triggers came from crank sensor for ecu
its not just moving, its changing the size of them. something about dwell angles as i say the polo gt and spi lump is basically identical except for injection system, and if you use an spi dizzy on a gt engien you loose power. both same style non-advance dizzy, so the only thing it can be is down to location/size of the trigger wheel also the cheap dizzy on 16v = reduced power, swap genuine bosch = fixed. sparkign just fine and timign set correct on both so what else is there?
Just gone through file I got with the car got original bills for work carried out will post later Also got the gti engineering brochure I'll try and photo and post next week when I have a bit more time Thanks guys for help so far much appreciated