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20v head on 2.5i Engine?
07-09-2018, 05:31 PM
Post: #11
RE: 20v head on 2.5i Engine?
Thanks Stuart for the advise. Always guided me the 5 cylinder way, if only i wasn't so stubborn! Temptation is a bad thing! :-) Having spent a lot of cash on getting 7A engine,boring the block, aftermarket ECU and many other extras, I think it's more sensible to stick to the 5 cylinder. If anything , with the mods I have made, I believe I am at the same power levels (if not more) than a stock 2.8 V6!!

As I mull, the 5 cylinder Project continues...more pics to come as i progress...
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07-10-2018, 07:00 AM
Post: #12
RE: 20v head on 2.5i Engine?
going to be an epic build Tim, keep the V6 and use it in some other VW

I may be a mechanic, but i can't fix stupid
Bad planning on your part does not make your issue an crisis to me
Bad workmanship by other garages does not entiltle you to better rates at me
Syncro, syncro , syncro and more syncro, this is the syncro way of life
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09-17-2018, 04:28 AM
Post: #13
RE: 20v head on 2.5i Engine?
It has been a while and finally managed to get the 20V into the bus! lots of challenges in my project and had to put on the back burner the coil on plug installation since i couldn't get the ECU to fire the individual coils with a 60-2 trigger wheel. Apparently the TDC triggger will be at different positions in the first and second half of the engine cycle with a 60-2 trigger wheel on the adaptronic ECU. I will have to go back to the drawing board on that one. We also had one hell of a time getting to start with the original timing marks. With the 92.8 crank it seems everything was thrown off and the timing marks on the camshafts, camshaft sprocket and cranskshaft pulley couldn't be aligned anymore at TDC. We spent a whole week confused by this trying all different types of setups and eventually only had to depend on the the actual camshaft timing marks and the crankshaft pulley/vibration damper timing markets and this eventually got it to start.

Initial assesment, this engine ROCKS! Couldn't be happier. I agree with syncromad on this one, it is definitely a worthy build and could(dare I say should and will Big Grin) rival the v6. It pulls just as well as the 10V , if not better and off the bat i can state it is a much smoother engine from idle to race. I easily find it clocking 100kph and i barely notice it , in fact i am shocked by it! After 4k rpm, it is a whole different animal, it pulls harder!! This engine loves to rev and sounds glorious as it does its thing!! having a 4.14 R&P and 0.77 gear 5 is definitely well matched to this engine. I was a bit worried at first that i wouldn't have enough power to pull with such gearing but all those fears are put to rest as the engine has no issues. Currently doing 100kph at approx 2100rpms with no lug.

Here are a few pics :

[Image: 44678952262_ece4366e75_c.jpg]
20180813_112351 by MONK, on Flickr


[Image: 29791650137_a33bd75aa9_c.jpg]
20180813_112400 by MONK, on Flickr

[Image: 44728109651_cf8204c0cb_c.jpg]
20180813_112404 by MONK, on Flickr

[Image: 44728108161_467fd45017_c.jpg]
20180813_130938 by MONK, on Flickr

[Image: 44728106951_255a60bc3c_c.jpg]
20180813_172638 by MONK, on Flickr

[Image: 44728105901_97f25fa412_c.jpg]
20180814_153807 by MONK, on Flickr

[Image: 44728104771_12e1b9bbe1_c.jpg]
20180817_081832 by MONK, on Flickr

[Image: 43819457695_a0698b6b82_c.jpg]
IMG-20180912-WA0020 by MONK, on Flickr

I was disapointed to realize soon after getting it started that it has a valve seal problem. The car smokes at idle and on heavy acceleration. Second time i am having this issue as i had a similar issue with the 10V after rebuilding it. I suspect that it could be the PCV valve(I noticed that i have had it installed it the other way round compared to other installs i have seen online...could someone kindly advise if i am correct on this?) or poor valve seal installaton by my builder. Either way, the head goes off once more and i get the new valve seals installed by a different reknown machine shop.

I also need to fabricate a proper mount for the power steering pump(slightly different from the 10v) and also the ICV as i had to quickly mock one up to get it running. Baby steps, but at this point, I am more than happy with the first impressions of the 2.5L 20v 5 cylinder. Once i get the individual coil on plug, crankshaft and camshaft sensor installed and configured to my ECU i imagine it will pull much better, provide more power and still give decent fuel economy(within reason of course in a brick bus).

Keep you posted.
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09-19-2018, 03:39 PM
Post: #14
RE: 20v head on 2.5i Engine?
nice, great to see it rnning

I may be a mechanic, but i can't fix stupid
Bad planning on your part does not make your issue an crisis to me
Bad workmanship by other garages does not entiltle you to better rates at me
Syncro, syncro , syncro and more syncro, this is the syncro way of life
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09-26-2018, 07:18 PM
Post: #15
RE: 20v head on 2.5i Engine?
Very nice indeed!

I have something similar in mind but with a decent ECU and sensor set-up; the local options for aftermarket ECUs do not make the grades and are quite simplistic. See http://www.vems.hu/ ; they have an amazingly versatile product and there are many Audi 5 cyl projects using the VEMS system. You can then add knock sensing, oxygen sensor, 60-2 pickup, coils, electric water pump etc. etc.

Yes, there are disadvantages such as initial cost and others but you will be able to build the engine you want. It probably won't like deep water crossings with such a configuration so depends on your intended use.

Those interested in a similar conversion with LOTS of detail can view the following thread: https://www.thesamba.com/vw/forum/viewto...sc&start=0

'89 Syncro 2.6i "ZIP"
A common mistake that people make when trying to design something completely foolproof is to underestimate the ingenuity of complete fools. Douglas Adams (1952 - 2001)
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