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VW Engine codes.... Extensive list! Sticky please....

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Got this from an Australiian website whilst trying to sort my Passat probs... awesome list, worth making sticky as great for cross ref. Engine index CC Comp. Ratio Nominal pressure HP Fuel Fuel system Prod period audi.engines DR 1781 8,8 10-12 75(55)/4600 91 carb Pierburg 1B3 ??? DS 1781 10 10-13 90(66)/5200 95 carb Pierburg 2E2 ??? WH 1900 10,0 10-14 100(74)/5600 98 carb Keihin 8.82-7.84 WN 1900 10,0 ?? 115(85)/?? ?? carb Solex 2B5 ??-8.82 WE 2200 ?? ?? ?? ?? carb ?? ?? WV/YN 1578 8,2 ??? 75(55)/5000 91 carb 35PDSIT 8.78-9.87 YP 1578? 8,2 ??? 85(63)/5600 91 carb Pirb 2B2 8.78-7.85 FY 1296 8,2 ??? 55(40)/5800 91 carb 35PDSIT 10.78-7.81 YY 1578? 8,2 ??? 69(51)/5600 91 carb Pirb 1B3 12.78-7.81 EP 1296 8,2 ??? 60(44)/5600 91 carb Keihin 8.81-8.86 DD 1781 8,8 ??? 75(55)/4500 91 carb Pirb 1B3 8.81-8.82 DS 1781 10,0 ??? 90(66)/5200 98 carb Pirb 2E2 9.82-9.87 NE 1781 10,0 ??? 90(66)/5200 98 carb Keihin 8.84-9.87 DT 1595? 9,0 ??? 75(55)/5000 91 carb Pirb 2E2 8.83-9.87 KP 1994 10 10-14 115(85)/5200 98 K-Jetronic ??? WC 2144 9,3 10-14 136(100)/5700 95 K-Jetronic ??? KU 2226 10 10-14 138(101)/5700 98 K-Jetronic 8.84-11.90 YZ 1578? 9,5 ??? 110(81)/6100 98 K-Jetronic 1.79-7.85 DZ 1781 10,0 ??? 112(82)/5800 98 K-Jetronic 9.86-8.88 JN 1781 8,5 ??? 90(66)/5500 91 KE-Jetronic 1.84-9.87 PV 1781 10,0 ??? 110(81)/5500 91 KE-Jetronic 7.85-8.86 PM 1781 ?? ??? 90(66) ?? MonoMotronic ?? ABT 1984 8,9 ??? 90(66)/5400 91 Mono-Motronic 9.91- ABK 1984 10,4 ??? 115(85)/5400 95 Digifant 9.91- 6A 1884 10,5 ??? 137(101)/5800 95 KE-Motronic 9.91- RT 2000 10,0 ??? 115(85)/5400 95 KE-Jetronic 1.88-11.90 RT 2000 10,0 ??? 113(83)/5200 95 K-Jetronic 2.86-12.87 WC 2140 9,3 ??? 136(100)/5700 98 K-Jetronic 8.82-7.84 WU 2140 8,2 ??? 105(77)/5500 91 K-Jetronic 8.83-7.86 KH 2140 8,3 ??? 141(104)/5500 91 K-Jetronic 8.83-7.86 1B 2230 8,6 ??? 200(147)/5800 98 K-Jetronic 2.88-11.90 2B 2230 8,6 ??? 190(140)/5800 98 K-Jetronic 2.88-11.90 KZ 2230 8,5 ??? 114(85)/5500 91 KE-Jetronic 8.84-9.86 MC 2230 7,8 ??? 165(121)/5500 95 K-Jetronic 8.85-11.90 PX 2230 8,5 ??? 120(8/5600 91 KE-Jetronic 8.85-7.88 KG 2140 8,8 ??? 182(134)/5700 98 K-Jetronic 8.83-1.88 HX 2300 10,0 ??? 138(101)/5700 98 K-Jetronic 8.84-12.87 NG 2309 10,0 ??? 133(9/5500 95 KEIII-Jetronic 9.91- NF 2309 10,0 ??? 136(100)/5600 95 KEIII-Jetronic 8.85-11.90 AAH 2771 10,3 ??? 174(12/5600 95 MPI (multi) 9.91- 3B 2226 9,3 ??? 220(162)/5700 95 Motronic 9.88-11.90 AAN 2226 ??? ??? 230(169)/??? 95 Motronic 7A 2309 ??? ??? 170(125)/ ??? ??? 3A 1984 10,4 ??? 113(83)/5300 95 KE-Motronic 5.88-7.90 AAD 1984 ?? ??? 115(85) 95 KE-Motronic 8.90-?? AAR 2309 ??? ??? ??? 95 ??? 9.91- SD 1900 ??? ??? 113(83) ??? 95 ??? ABY 2226 ??? ??? 227(169) ??? Motronic ??? 01/93-03/96 ADU 2226 9,3 ??? 315(232)/6500 ??? Turbo(1.4bar)+Motronic 12/93-03/96 ACE 1984 ??? ??? 115(85) ??? ??? ??? PT 3562 ??? ??? 250(184) ??? ??? 09/88-04/94 ABH 4172 ??? ??? 280(206) ??? ??? 06/91-04/94 ABZ 4172 ??? ??? 300(220) ??? ??? 03/94- 6A 1984 ??? ??? 137(101) ??? ??? ??? vw.engines HZ 1043 9,0 10-15 50(37)/5900 91 1xcam carb Weber-32-TLA 85-91 NZ 1271 9,5 10-15 54(40)/5200 91 2xcam carb Pierburg-2E3 85-91 EZ 1595 9,0 9-12 75(55)/5000 91 2xcam carb Pierburg-2E2 85-92 EX 1781 10,0 10-13 90(66)/5200 95/98 2xcam carb Pierburg-2E2 83-93 DX 1781 10,0 10-13 112(82)/5800 95/98 mono inj Bosh K-jetronic 82-92 PL 1781 10,0 10-13 129(95)/5800 95/98 Bosh KE-jetronic(16V) 86-92 KR 1781 10,0 10-13 139(102)/5800 95/98 Bosh K-jetronic(16V) 86-89 RF 1595 9,0 ??? 72(53)/5200 91 carb Pierburg-23E 88-94 1F 1595 9,0 ??? 72(53)/5200 91 Mono-Jetronic 88-94 AAM 1781 9,0 ??? 75(55)/5000 91 Mono-Motronic 88-94 RP 1781 9,0 ??? 90(66)/5250 91 Mono-Jetronic 88-94 PB 1781 10,0 ??? 112(82)/5400 98 Digifant 88-94 RV 1781 ??? ??? 100(72) ??? ??? PF 1781 ??? ??? 105(77) ??? ??? RD 1781 ??? ??? 102(75) ??? ??? 9A 1984 10,0 ??? 136(100)/5800 98 KE-Motronic(16V) 90-92 2E 1984 ??? ??? 116(85) ??? Digifant 90-92 PG 1781 8,0 ??? 160(11 ??? Digifant 1H 1781 8,0 ??? 160(11 ??? Digifant PY 1272 ??? ??? 113(83) ??? ??? MH 1272 9,5 10-15 55(40)/5200 ??? ??? 85-?? Engine Installation The installation of a 2.0L block in an A1 chassis is more or less like installing any another 4 cylinder engine with one exception; the 2.0L ABA block is 16mm (5/8") taller than a 1.5 - 1.8L block. This presents a few problems: · The throttle body touches the rain tray · The throttle cable rubs against the strut tower bar (if installed) · The downpipe will not fit properly · The belt cover will not fit There are solutions to these problems, but some you just have to live with. · Bend the ray try up a little in the center so the throttle body will clear · Don't use a strut tower bar, or put up with a little bit of rubbed off paint · Go to your friendly Techtonics dealer and order a "Tall block" down pipe for A1s for US$120. This assumes that you are using a 4 - 2 -1 style manifold found on 1981 cars and older. · Don't drive through deep snow or get stuff caught in your timing belt. Some things that I did to my engine bay to make it look better were paint the valve cover, radiator fan and strut tower bar the same as the rest of the truck. Keep it clean! Clean the engine bay when you clean the car, this way the dirt and grease won't get ahead of you. Click on the picture to see a large image. Warnings: · If you race your car (in club events), then you are subject to their rules and regulations, which are typically a lot more stringent then for street use. Read the club?s rules and regulations carefully. · Because engines have gotten better with time, using an older donor engine into a newer car is not covered. In addition, legally you can only update an engine if you also transplant all the emissions equipment. For that reason, you can not back date an engine (ie, use an older engine in a newer car). Once you install a newer engine, you may be required to show emission compliance to a referee board like California?s "California's Air Resource Board". If you are "lucky", and the change is more subtle (ie, 1.6l to 2.0l engine, verses a VR6 engine) the periodic smog-inspector may not notice. · Swapping a gas engine into a diesel is also a popular swap, but may have many legal consequences? · I tried to resolve contradictory information as much as I could. You'd be surprised how often actual publications disagree, even on basic things like engine sizes. So, beware! · I did not list specific bore and stroke info. I rather have you look it up accurately. General Recommendations · Generally, the closer you stay with the original model, the easier (ie, Rabbit GTI engine into a Rabbit). · CIS to CIS is the easiest, according to VW.org · Salvage as much from the donor car as possible, especially the FI system and electrical harness (request it to be in tact and not cut off at the fire-wall). · The small parts are the big cost-killer (and are often hard to find). · Manuals for both cars are needed. · If your model car comes with a bigger engine stock (eg, A3 Golfs), it may often may make more sense to put your emotional attachments aside and exchange it for a good used car with the desired engine (eg, A3 VR6 Golf). The sum of all parts costs more than the whole! · VW switched from mechanical to hydraulic lifters in 1982 (Europe), ~1983/4 in the US. You can retrofit older cars with a hydraulic head after some modifications. Diesels got hydraulic heads later (~1993). · Keep the transmission of the donor engine to simplify the job. Note that there are differences between 020, 02A trannies, VR6 02A trannies and the axle diameters over the years. · There are many other ways to get more power out of you car for a lot less money such as a chips, better exhaust systems, big valve head, cam shafts, smaller pulleys, turbo-charging, and so on.See http://www.nwlink.com/~vdb/cars.html under Performance improvements. · Converting a front wheel drive to a Synchro is a monumental job. The floor pan of the synchros have a larger center tunnel, the rear suspension, gas tank, and exhaust is totally different. It requires that the bottom of the car is cut out and retrofitted with a new tunnel (or simpler, the whole floor). It may be less expensive to import a Euro spec Synchro and bring it to US/Canadian conformity. · An engine swap starts around 1000$ in labor for simple swaps, and up (way up) for more complicated jobs. The donor engine can run as low as 800US$ for a used 4 cylinder short block, but costs more typically 1500US$ for a complete engine with periphery, while a VR6 with tranny starts at 4000US$. Basic US Gas Engines Size (cc) Valves Engine Code (Fuel) CR Comments "1500" (1457-1496) EH (cis) 8.0:1 · 62-71 Hp, Very early (1975->1980) US A1 cars · Points · Solid Lifters "1600" (158 EE & EJ (cis) 8.0:1 · 74-78 Hp. (1976 -> 1980) · Points through 1979 · Solid Lifters · EJ: 1980 CA with Lambda & Electronic Ignition · Note Carburated Euro versions produced 85 Hp, while the GTIs with the (interference) Heron head produced 110Hp. 1715 EN (CIS) 8.0:1 · 65-74 Hp, 1981-> 1983 Rabbits, Jettas & PU · Solid Lifters · CA Models with Lambda & Electronic Ignition "1800" (1781) 8V JH (Bosch K-Lambda, TCI-h Elect Control) 8.5:1 · 90 Hp, 1983->1984 A1 US GTI & GLI, Sciroccos & Cabriolet · 90 Hp, 1983-1987 Scirocco 8v · 90 Hp, 1984->1987A1 Cab "1800" (1781) 8V JH (Digifant, TCI-h Control) 8.5:1 · 94 Hp, 1990->1992 (94?), Cab with CIS-E? "1800" (1781) 8V GX (cis) · 85 Hp, 1985-1988 Golf & Jetta "1800" (1781) 8V MZ (cis) · 90 Hp, 1985->1986, Golf Jetta "1800" (1781) 8V HT (cis-e) · 100 Hp, 1985 A2 US GTI/GLI (can be boosted to 102 by cutting a cpu wire to switch to the "Audi" map) "1800" (1781) 8V RD (cis-e) · 102 Hp, 1986-1988, A2 US GTI/GLI & Golf GT "1800" (1781) 8V RV (digifant II, I) · 100 Hp, 1988->1992, A2 Golf/Jettas Digifant "1800" (1781) 8V PF (digifant II, I) · 105 Hp, 1987->1992, A2 US GTI/GLI, · Jetta Carrat/GL (CA version uses RV engine) "1800" (1781) 8V 2H (digifant) · 94 Hp, 1990-1992, US Cabriolet "1800" (1781) 8V UM (cis) · Canada only: 81 Hp Fox due to restrictive exhaust, 1987 -> 1990 "1800" (1781) 8V JN (cis-e) · 81 Hp Fox due to restrictive exhaust, 1987 -> 1990 "1800" (1781) 8V ABG (digifant 1 & 2) · 83 Hp, Fox, 1990 -> 1994 · Digifant I in CA, II 49 statest & Canada "1800" (1781) 16V PL (cis-e) · 123 Hp, 1986 -> 1989 US 16V GTI/GLI/Scirocco "1800" (1781) G60 PG (digifant II) · 158 Hp. 1989 -> 1992, US Corrado G60 "2000" (1984) 16V 9A (cis-E) · 134 Hp. Late A2 GTI, GLI, Passat. 1990 -> 1992 · Currently in dispute is whether these had bigger in and exhaust valves, or the standard 32 In and 28 Exhaust. Anyone? "2000" (1984) 8V ABA (motronic) · 115 Hp US Golf/Jetta III, Cabbie. · Crossflow Motronic, tall block 1993->? · Fits well in A2, but tight in A1 · Hot swap right now From vw.org: · Longer connecting rods for smoother operation · Oil is squirted directly under the pistons for better cooling · Most have low miles · Must use a Volkswagen 1.8L head and intake manifold if you are installing into a non-Motronic car. · Audi / VW Fox users must retain their original oil pump and pan · Expensive as compared to the 3A · Must buy a crank case vent cover if installing into a non Motronic or CIS-E car. · 16.5 mm taller - exhaust could bang on the floor and throttle body might rub on the rain try in A1 models. "2000" (1984) 8V 3A (cis-e) · 115 Hp, Audi 80 2.0E, year??? Block and cylinder head are designed for CIS. · The "hot" swap for earlier VWs From vw.org: · Injectors are in the intake manifold for cooler operation. · Same deck height as other 1.6 - 1.8L blocks - no need to buy a new exhaust down pipe. · In expensive as compared to the ABA block. · Stock intake manifold is the correct orientation for A1 cars and Audi / VW Foxes. · Intake manifold runners are larger than most stock A1 manifolds. · Must use a pre 1993 head and 85 to 92 intake manifold if you are installing into a car with passenger side injection (A2s) as the throttle body will be on the wrong side. · Must swap oil pump and oil pan if used in an A Series VW - this is not necessary on the Audi / VW Fox models. Stock throttle body usually has no idle adjusting screw - bad news for CIS people. · Most engines have higher miles due to their age. · Must buy a crank case vent cover if installing into a non CIS-E car. "2000" (1984) 8V AEG (motronic) · 115 Hp, 1999 Beetle, Jetta · Note that the A4 Beetle motor is of a different design than that found in the A3 cars. "2800" (2811/2860?) VR6 12V AAA (motronic) · 172 Hp, Passat GLS/GLX1992->1994(?) · 172 Hp Golf III/Jetta III, 1995- · 178 Hp US Corrado. 1992 -> 1995 · 190 Hp Euro Corrado (92-95). Actually a 2900 cc · 140 Hp, Eurovan, 1995?-?? "1800" 20V Turbo (motronic) Available soon on A4 based VWs and Audis, currently only available in the US "A4" Audis mounted longitudinally. Power range: 150 - 225 Hp (the latter in the Audi TT Quatro) "2300" VR5 Not available in the US as yet? Ever? Available in Europe only. · The only difference between the 1.8l 8V GTI and Digifant motors are the fuel injection shrouding. GTI engines are generally more expensive. · [Art Clemens]: The max overbore on a 1.8 is 84.5mm. This only produces 1938cc. 84mm is better as you stay out of the piston jet bolt holes (barely) and it would produce 1915cc. So a 1.8 cannot be bored to 2.0. I have a 1.8 16V at 2095cc (84x94.5) and I have seen 2 at 2142cc (84.5x95.5) So a 1.8 can be bored and stroked to 2.1L. · [Art Clemens]: There is no 1.8 bubble block. Bubble blocks are only 2.0L blocks. Still the max bore is 84.5 although the 2.0 block takes it better because of slightly increased bore spacing. Perhaps more is possible. but I have neither seen nor heard of it · The more recent 8V 2.0l "tall blocks" can be bored and stroked to 2.2l (using a 99 crank and an 84 bore, 2194cc is possible.) These blocks are called "tall" because they are higher. Basic US Diesel Engines · I am the first to admit that I know little about Diesel (other then that you save a lot on spark plugs :->). My source for this information is largely from vw.org, & Chilton · I added it here for completeness. · Can someone help me fill this in? Size (cc) Valve Engine Code Comments 1500 · 48 Bhp "1600" (158 1V (Bosch VE) · 52 BHp, Jetta ECO Diesel, 1991->1994 "1600" (158 ME (Bosch VE) · 52 BHp, Jetta Diesel, ?->1990 1600 Turbo Diesel · 68 BHp 1600 Turbo + Intercooler · 90 BHp 1700 IDI · 61 BHp 1900 · 64 BHp 1900 TD · 75 BHp 1900 IDI · 75 BHp 1900 TDI · 90 BHp 1900 TDI · 115 BHp, 1998->, New Beetle. A1 Cars (Rabbits/Golf 1, Jetta 1, Sciroccos, Cabby/Pick up Truck, Cabriolet) Engine swaps that work for A1 cars. · The engine compartments are smaller than the A2s, making some mods much harder (G60, VR6) · Electrical wiring is different between German, Mexican and US made A1 cars. Bugworld sells custom made harnesses (for about $250) when you buy an engine from them to make a swap easier. See also note under A2 about Central Electric II. · Carb or Diesel to gas Fuel injection (eg, CIS) conversions require a different gas tank, and dual fuel lines versus only one fuel line. The sheetmetal around the filler neck of A1 cars is often rusted. Donor Engine Modification Needed Comments A1 4 cyl 8V Straight swap Will fit. A2 4 cyl 8V Requires A1 exhaust manifold. Harder then A1 engines Audi 3A 2.0l 4 cyl short block · Contrary to earlier statements, this conversion DOES NOT require a VW (Gti) cylinder head · Hot swap. · See comments above A3 "ABA" tall block with non-crossflow head · Requires A1 exhaust manifold · Requires longer downpipe (available from Techtonics) · Hot swap tip. · Scirocco with A3 ABA engine. Lots of swap info. · John Ryland 78 Scirocco with A3 engine · Marshall's PU swap. A4 Beetle To be fully legal, you need to bring the car to full OBD II emission compliance, which may be harder then the entire engine swap. It includes engine check light, dual oxy sensor, cat, vapor recovery, unleaded only sticker, fuel restrictor, etc. Corrado G60 motor · Without the AC, need to reroute the serpentine belt. · With AC, need to cut and reinforce the frame rail for blower drive, change lower valence · Need to find space for intercooler and plumbing · Stock G60 airbox will not fit (use Pflow) · Difficult. · 1981 Scirocco G60 · A1 16V (Scirocco) · Between A1 series cars, not too bad · 16V nice choice for an A1 car. · 2.0l 16V better suited than 1.8l · However, 1.8 8V are better for street driving due to the better low end torque characteristics · Recommended to install better cams and perform headwork A2 16V (Golf & Jetta II) · Harder then A1 16V · Need to relocate fuel injection component · Intake manifold different · Wiring different B3 16V (Passat) · Harder then A1 16V · Need to relocate fuel injection component · Intake manifold different · Wiring different A2 VR6 · Requires special tools and lots of skill · Requires custom parts · Custom motor mounts · Reinforce chassis · Wiring is hard · The VR6 engines require the 02A transmission! See notes under 02A trannies. · Better off buying an A2 or later VR6 car · B2 VR6 transplants are much worse even. · A VR6 adds over 100 lbs of weight to the front of the car, changing handeling characteristics significantly. Need to install stiffer springs & shocks. · Brake upgrade is also recommended. A2 Covers: Golf 2, Jetta 2, Corrados · Just about anything will fit into the A2s because they came stock with a large variety of engines (4 cyl 8V engines , 16V & VR6 engines) · Later model cars (1990+) have Central Electric II systems, which makes the swap even easier. Donor Engine Modification Needed Comments Audi "3A" 2.0l Shortblock · [David Marshall]: You will have to get an A2 head and intake if you are installing it in an A2 A3 "2000" 8V "ABA" tall block with non-crossflow head · Straightforward for 8v cars. bokchoi: The shortblock drops right in and you can keep your existing head to maintain your fuel injection. Also i believe the 2.0L crossflow head gives clearance problems because it sits too high. It's a tallblock and i think you need a spacer for the exhaust manifold so the downpipe clears down low. Other than that the A2 distributor doesn't quite fit the A3 block so there's some fabricating needed there. Also since the A3 block is taller you'll need the A3 timing belt and cover. The A3 block has a crankcase breather which needs to be plugged up as well. Everything else should bolt right up. Popular swap. A2 16V · Relatively easy with cars with same fuel injection system (CIS-E) · Hard if the fuel injection systems is different between donor and recipient (CIS-E to Digifant) Corrado G60 · The most difficult swap into a non Corrado car because of intercooler routing (requires mods to left fender) · Note that a Golf G60 exists in Europe and their intercooler is in front of the radiator. This can be ordered from VW, but may be pricey. · You can use the 020 trannies to simplify the job. 16V tranny are a bit stronger. · For conversion to a 02A tranny, see notes below. A2 VR6 · Corrado VR6 with stick shift are the easiest to use. See also the specific notes of a rather convoluted transplant from a Jetta GLX into an 85 GTI. · Swaps into 1990+ recipient cars is easier because of the Central Electric II. · All US versions are 178 BHp 2.8l while the 190 BHp 2.9l was a Europe-only. · The VR6 engines require the 02A transmission! Also beware that you'll need a hydraulic clutch, which makes the job much harder. B2 (Passat) VR6 Much harder to install into A-platform cars. A3 Covers: Golf III, Jetta III/Vento, Cabrio · The US A3 cars only came with two engines, 4 cylinder 115 BHp cross flow engine and VR6 172 BHp engines. · The Corrado VR6 cars had more power due to a more efficient exhaust system A3 VR6 · Because of the common electrical wiring, this is an easy swap. · However, since VR6 versions of most A3 cars are available , you need to consider trading up. The only A3 where this swap really makes sense is the Cabrio. · Biggest difficulty is modifying the shifter to cable shifter (see note bellow on 02A trannies) A2 G60, 16V Not a very popular swaps. Be aware of backdating issues. A4 Beetle · May not be Central Electric Audi and VW/B-platform Engines · Audis typically receive the newer technologies before VWs do · Most Audis and VW/B-platform cars (B1, B2 and B4) have their engines longitudinal, while the engines in most VW/A-platform (and the B3 "Passat") cars are transversal. This means that there are many differences in how things are hooked up, mounted, and naturally, the transmission are entirely different. · 5 cylinder engines in some Audis and B2 VWs will not fit any of the A-based cars (without MAJOR modifications). · The intercooled turbo of an S4 will however fit in an EuroVan. Transmissions Note that retrofitting a donor engine with auto transmission requires a lot of work: Flywheel, clutch assembly, different starter and a different throttle-body. Generally, the closer you remain to the original chassis type the easier the swap (ie, A1 donor tranny for an A1 recepient). 020 (?78-?84) · Initial versions were 4 speeds, 5 speeds introduced in 1978. · Available in "normal" gearing, tall (better gas mileage), economy, close ratio GTI (better acceleration). · The close ratio trannies were found in the GTI/GLI models, but also the Wolfsburg models. Be aware of the "Self Machining" problem with these trannies. VW used rivets instead of bolts in the final drive which loosen after a while and cause expensive repairs. · Early GTI trannies have lower gearing which increases low end but looses a but at top speed (Note, higher ratio 5th gears are available). · A1 cars used 90 mm output CV flanges. · Starting 1984 1/2 Sciroccos and 1985 GTIs, all Cabrios and all 16V Sciroccos, 100mm output CV flanges are used. · The 100mm CV flanges may interfere (and lock up) with the steering knuckles of older A1 90mm cars. In some cases, the excess material can be ground away. Another solution is to replace the output flanges of the transmission to use the larger diameters. A third option is to use 100 mm inner CV joints and use it with the original 90mm axle. However, heed the following comment from Daley: o It is often said that all that is necessary to upgrade 100mm CVs to the earlier cars, is to swap the inner CVs to 100mm while using the 90mm axles (with 90mm outers) THIS IS NOT TRUE! When VW went to the larger CV joints, they went with a joint that was not only larger in diameter, but thicker as well. This required longer splines on the axles. A 100mm joint is too wide to adequately "seat" on the narrower spline area of the 90mm axle. Conversely, a 100mm CV axle (such as the Scirocco 16V axle), has too long of splines, and a 90mm outer CV joint will "slop" around. I have fashioned alloy ring spacers to take out the slop (1/8"), but the preferred method is to change the entire axle and hub (on an A1) to the 100mm Scirocco 16V pieces. The earlier hub carriers can be ground out for clearance, as you've mentioned. I recently did this when I upgraded my tranny output flanges to 100mm on my Caddy's GTI (4k) tranny. I wouldn't have gone to so much trouble were it not for the fact that I had a problem with the smaller flanges with the VelocityDifferential upgrade... · A popular swap is to upgrade to a 5 speed. It requires another pushrod, 5 speed clutch and pressure plate, tranny mount s and linkages. They will bolt right on. · One additional part worth mentioning here is an often neglected piece which many people omit when doing the 4spd to 5spd conversion on an A1 car: The stop plate. This is the metal plate that goes under the shift lever. It includes the housing which the "stop finger" rides on when you push the lever down and over to engage reverse. The 4 spd cars have a wider stop plate than the 5 spd cars. Changing this piece makes for a better conversion and easier linkage adjustment. · Early models use a 190 mm clutch, while newer models use a 210 mm clutch. It is possible to upgrade but is only needed if you wear out your clutch quickly. The stock clutches are good for up to 170 Hp. · Here's an old tip, and I am not sure how this meshes with the rest: A2 trannys will fit in A1 chassis cars, but A1 trannys WON't fit in A2 cars due to some missing mount bracket moulded into the A2 tranny case. 020 (?85-?99?) · Used in most 4 cylinder A-platform based cars except the Corrados. · Late model A2s and Digifant cars have a close ratio tranny except for the second gear. · 16V, A2 GTIs and GLIs have a larger diameter input shaft, and are generally stronger and a good choice if you bump the power. · By 1987 all cars used 100 mm output CV flanges. · 16V cars use a stronger pressure plate than the 8V cars. You can use the 16V pressure plate in an 8V car, but you cannot use the 16V clutch disk in an 8V car because the output splines are different. · See the following web site for the 020 ratios and the VLs Gear Ratio Calculator. 02A (?89-?99?) · Introduced with the Corrados, now used in all A3 VR6 · Cable shifted · Hydraulic clutch · VR6 bellhousing is different from the G60 bellhousing. This means that VR6 engines HAVE to use the 02A trannies (or whatever supersedes it). · To retrofit a non 02A car, requires modification of the clutch pedal to be welded with the hydraulic clutch master cylinder. · If you drop a VR6 into an A2 or A3 car, you can retain the car?s original 100mm axles and stock control arms. Alternatively, you can upgrade the car to the Plus-Axle system by using the VR6?s control arms, longer axles, and steering knuckles. The adventage is increased camber. Typically this is a good idea with a VR6 swap. · Here are the ratios. PS: I think this includes the 02B trannies. Type 1st 2nd 3d 4th 5th R&P Notes ATA,AGC 3.778 2.105 1.345 0.971 0.795 3.684 Corrado G60, Passat 16v AYL,AYK 3.778 2.118 1.429 1.029 0.837 3.684 92 Corrado G60, Passat 16v CDM 3.300 1.944 1.308 1.034 0.838 3.647 Corrado VR-6 2.8 CHA 3.778 2.118 1.360 0.917 0.717 3.944 VR6 Canada CNL 3.778 2.118 1.458 1.029 0.837 3.684 VR6 CCM 3.300 1.944 1.308 1.034 0.838 3.389 VR6 CES 3.778 2.118 1.429 1.029 0.837 3.684 Passat CGY 3.778 2.118 1.458 1.029 0.837 3.684 Passat CAW 3.778 2.118 1.458 1.034 0.838 3.647 Corrado 02B2.118 · This tranny is used in the 16V Passats, and is similar to the 02A used on the G60s (but seemed less clunky when I tried it). 02C · Synchro Tranny. __________________

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