Yeah, but I'm pretty sure he'd have to knock his brother over the head or something---I believe those motors are still in running cars, lol...

 

Excellent idea...the 2.8 in my Jetta, with everything stock except the chip, dynoed at 165 hp at the wheels, which if you factor 10% in for drivetrain losses, equals just north of 180 hp at the crank, which is a fairly significant gain over the stock 150 hp of the stock 944N/A, and I most definitely plan to turbocharge the engine. Doug (my VW brain and partner) says he's going to build the 944 VR engine for a conservative 400 hp; I will post the dyno slip when this is done. (Hmmm...knowing Doug, I'd probably better ask what he means when he says 'conservative'...)

Question for you race guys: Is there such a thing as quick-disconnect fittings for coolant, fuel, etc?

 

Yup. Should be able to get Aeroquip's version at any race shop, or the imported Wiggins or Staubli versions.

I've worked on a dozen different types of single-seat formula cars, and pretty much everything below the Indy Lights level has used old-school hose clamps. Chiefly for reasons of cost...

 

Audi's 3.2 is all-aluminum, which is nice from a chassis dynamics standpoint. Uses a dual-mass flywheel to quell vibrations out of the 90-degree six, tho. Problematic? I dunno.

Also, possibly less practical for a racing program (my plan) from a cost and spares standpoint, though I haven't asked around enough on that yet. Definitely, though, zero aftermarket support. Don't know why.

Ironic bit is that the Audi six has a notorious issue with its timing chain tensioner. Go figure.

 

VR is the way. the stairway to heaven if you will 12Vs are bullet proof and sound sweet! Please dont forget while talking about and throwing out Hp numbers for VRs and Porsche's, that even though the VR is up only 20-25 HP from an n/a, it has alot less mass to haul around then it did in any Mk3-4 (major P/w ratio increase), and engine swaps typically bring out the animal inside of engines and display completely different characteristics. Now imagine an already mean motor doing this

 

My brother has a Corrado SLC (which comes with a vr6) and a mkII gti (into which he put a vr6). Both run and I am not allowed to touch. Though the 'rado has rod knock. I was thinking of buying a new engine for it, and taking the one with rod knock, so I could rebuild it with a new crank and full rebuild.

Whatever the displacement, it must be 12v. I want torque, as much of it as possible, and as early as possible!

 

ot,

arash, what color is your 944? i was on the way to SLO the other day (coming NB on the 1) and got passed by a black one, and then when on cal poly's campus saw a white one. either of those you?

i was in an rv btw lol

 

Now have a bare VR block, head, and valve cover in hand. As soon as I get time, I'll begin fitting in the engine (Injun? lol) compartment. I'll also take comparison pics of the 944 block and the VR6 block. For now, here's a pic of the old 944 head sitting on top of the VR block...

 

pics of VR block and head plz

 

A pic of the VR6 aluminum head, and the 944 and VR6 block side by side...neither head or block has been cleaned up yet. If the bores were equal size, the VR6 would be equal in length to about 4 1/2 cylinders on an inline four. As is, it is considerably shorter than the 2.5...

 

Tony,
Have you weighed each block/head yet? I wonder how much of an increase the closed-deck iron-block VR6 results?


-Rogue

 

Arash's 944 is booger colored (using his own words here).

Aside from the VR6 sounding good, I love that engine configuration.

 

I don't have any way to weigh the blocks, but...according to an article in Consumer Guide, the 944N/A engine weighs approx 340 lbs dry...according to one of the members at VW Vortex who shipped one recently, a VR6 longblock weighs 390 lbs, which I think is probably a fairly accurate comparison...if you remember that the 944 block, although aluminum, is somewhat larger, has a longer crank, and balance shaft weight to boot. If you were to talk about a 951 engine and all its associated hardware, the difference becomes negligible...I may opt for heavier springs at some point, though, since I plan on adding a turbo.

 

Olli, I just don't like the stock R32 sound. I think it's really underwhelming. Having said that I'm sure it wouldn't take much to open them up and make them sound very nice, so don't worry about me. I didn't really like the linearity of the motor either, but again that was stock.
I'm liking this project. I still like the i5 in this project a LOT. For you guys that haven't seen it, check it out.
https://rennlist.com/forums/944-turb...4-project.html

Keep up the great work VonoV.

EDIT: Just saw the pics of the block. What an amazingly narrow thing it is for a V motor. It hardly constitutes the V designation. Nice and compact.
I'm wondering if it's worth doing it forced induction from the start and save a bit of money down the track?

 

I am assuming this head is not crossflow, is it?