will a 1.9D crank bolt into a 1.8T lump no worries??

the standard crank is 86.4mm and the tdi is 95.5mm taking the displacement from 1781cc to 1968cc so just about a 2.0

oh no he's at it again :P

will a 1.9D crank bolt into a 1.8T lump no worries??

the standard crank is 86.4mm and the tdi is 95.5mm taking the displacement from 1781cc to 1968cc so just about a 2.0

:rofl::rofl:how ironic;)

you can't be bothered to fix the problems it allready has never mind creating a few more to fix:D

No-one's ever done it before to my knowledge, so based on that I'm going to say no.

briskoda isn't the centre of the VAG tuning universe Jas

just because no one on here has done it doesn't mean its unheard of

Why not ask somebody thats done it before then? :P

just because it hasn't been done before tom doesn't mean others haven't looked into it, not to mention we have a decent collection of tuners as sponsers that probably have a peek around in quiet times

anywho a 95.5mm crank isn't unheard of and is an upgrade option at a few different suppliers but what i am wanting to know is if i need a 1.8T specific crank or will the 95.5mm 1.9D crank fit.

either way to make the 95.5mm crank to work it will need different pistons 9.1mm smaller(or with the mounting point 9.1mm higher) so that you don't smash the head to bits when the engine turns

either way to make the 95.5mm crank to work it will need different pistons 9.1mm smaller(or with the mounting point 9.1mm higher) so that you don't smash the head to bits when the engine turns

or shorter Arrow conrods

nah, shorter rods aren't recommended really as the standard rods are about as short as you should go on a throw like that apparently.

or a 9.2 mm head gasket :P

thats one hell of a gasket

Although it sounds silly/stupid I have shimmed up motorbike heads before, by 2mm, If you picked materials properly then an 8-8.5mm shim and a regular head gasket either side would do the trick.

Knock out a wee CNC programme for it and it would cost about 50 quid to have it machined

<<

:rubchin:

stop giving me idea's

i think i'd rather change the pistons and probably rods too tbh

It would cause problems with head bolts, manifolds not mating in the right position, and probably a multitude of other things, but its healthy to think out of the box now and again

Personally I would give it a shot if you have the time and cash to go changing pistons and rods over, nothing ever happens if people dont try

<<

PMSL

On the spacer/gasket issue, no less a luminary in engine tuning than David Vizard did once spacer a Kent head up by 12.7mm (plus gaskets). He was doing it to create an engine with lighter flat-top pistons and a decently shaped combustion chamber though.

On the crankshaft issue, check the overall mass of the crank, and the masses of the rods and pistons for both engines. Even if it will fit, it may not be possible to build a sensibly free-revving and balanced engine using the diesel crank.

Are the blocks basically the same then between the 1.9D and 1.8t?

Because the crank stroke would be the last of your worries if the piston bores are spaced differently or the journals were different sizes etc...

Interesting thought tho, a 2.0 conversion for sensible cash (compared to a billet crank from Farndon for example).

How different are the new 2.0 TFSI engines? I know the heads are quite different, not sure about the bottom ends, normally manufactures just keep the basics and tweak them. As in the 1.6 8v MK1 became the 1.8 8v MK1/2 that became the 1.8 16v that became the 2.0 16v that developed into the 1.8 20v and so on.....

Never know, might be able to use the crank and rods, pop some nice pistons on with the right C/R and away you go.

Regards

Garry

Piper Cams Development Mule

i would read up on vortex. can be done.

whether its worth it power vs money... is another debate.

I doubt ifthe 1.9 crank will like high revs though :rubchin:

You would be suprised, the diesel stuff nowadays is actually quite refined. I would imagine it to be heavier tho because of the extra stroke so as any crank diesel or petrol would be a heavier item.

If you were building a big build tho could be worth looking into, assuming you have a 1.9d crank lying around, ha ha.

Regards

Garry

Piper Cams Development Mule

I agree with GarryC. I'm not sure it will make a good screamer crank, but that for sound engineering reasons, not blind predudice.

heavier + stronger = run more boost.

tis just a shame that its 4x4 and not rwd.....

i think they are of the same construction so only marginly heavier and i would be more interested in torque than a screamer of an engine as i could exploit that torque

and yes i may well have a 1.9D crank laying around

the TFSi crank is an option that some tuners offer for not silly amounts of money but they tend to package it with new rods/pistons/shells/bearings etc etc in an overbore/stroker kit to get 2.1+

Ah, more boost, thats my answer to most things

Now i think im right in saying, the best combination for a high revving engine is Short Stroke and a long Conrod. The short stroke for less piston speed at a given rpm, and a long rod to reduce the throw angle of the rod.

Have a mate with a Corrado G60 who converted it to Turbo. He fitted the crank out of a 9A engine (2.0 16v Corrado) and mated it with Custom rods and pistons and even with the GT35 turbo he has, it still pulls like a train till 8,200 RPM (and wants to pull further). Idles like a pig tho (lumpy custom spec cam, and massive ports in the head) so not one for town driving.

Regards

Garry

Piper Cams Development Mule

Now i think im right in saying, the best combination for a high revving engine is Short Stroke and a long Conrod. The short stroke for less piston speed at a given rpm, and a long rod to reduce the throw angle of the rod.

Regards

Garry

Piper Cams Development Mule

That's certainly the way that Cosworth DF series moved. Very evident if you've ever seen photos of an early DFV against a late DFY.