16v Internals

Headgaskets/Rods etc.

Use stock VW metal headgasket (p/n 050 103 383 A) for bores up to 83mm

Use ARP head studs (p/n ARP-204-4204 or ARP-204-4702) to help avoid blown head gaskets. Torque to ~70-85lbft using ARP lube. When fitting the head gasket, use Permatex copper gasket adhesive spray, to ensure a good seal. It fills in surface imperfections, dissipates heat better and actually semi-bonds the surfaces together when it's heat cycled for the first time.

Use ARP rod bolts (p/n ARP-104-6004) to help keep the rods INSIDE the cylinder block. Can also use Ford 302 rod bolts (p/n ARP-154-6002) with some slight grinding of the head or if the bolts are pushed into the conrod hard enough. Torque to 25-40lbft using ARP lube.

Forged Rods can be used as the stock rods are only good for upto 300bhp.

Forged Pistons, but for forged psitons you'll need to over bore the cylinders to allow for the expansion of the pistons when warm. Using forged pistons will also increase oil usage due to the expansion of the piston.

Windage Tray

A Windage tray is used for a couple of reasons. Firstly it helps to prevent oil surge and starvation, but it also helps to reduce the frictional loses incurred with the crank hitting the oil in the sump. This inturn reduces the amount of 'frothing' of the oil and thus improves the oil delivery in the engine.
Use 1Z TDi Windage Tray (vw p/n ... ... ... )

Lightened flywheel

Lightening the flywheel does have a couple of advantages, but it also has a serious detrimental affect on the engine life. By lightening the flywheel you reduce the inertia in the system and therfore throttle response is improved. It is a common misconception that lightening the flywheel reduces torque, it does not. By improving throttle response some gains in 1st and 2nd gear acceleration may be seen, but more so on gear change, where the engine revs will drop quicker and thus faster changes can be made. Lightening will also increase the engines ability to rev higher, and should be combined with lightening the crankshaft (discussed later) and other engine internals.

The disadvantages of lightening the flywheel is reduced crank life. The flywheel helps to absorb the forces of the conrods twisting the crankshaft (i.e. conrod harmonics). It has been seen where the flywheel that has been over lightened has caused the opposite end of the crank i.e. the 'pulleys' end to have an increased proportion of the total enertia of the system, and has less ability to absorb the twisting effect that the conrods have. This leasds to the crankshaft having higher torsional stress and can lead to fracture and dramatic failure of the crankshaft (i.e. it snaps!)

Crank lightening and balanceing and knife edging

Lightening and balancing
One advantage of this is to offset negligable throttle response losses through intercooler routed air. Lightening the crank along with pistons and conrods (discussed later) will allow the engine to rev higher.
Knife-edging
This only really has the biggest advantage in normally aspirated engines. It allows the crank to 'slice' through the air and oil in the block, therefore reducing frictional loses at higher RPMs

Baffled sump

A baffled sump will eliminate oil starvation when cornering

Dry Sump

Dry sumping eliminates any possibility of oil starvation when cornering. It also eliminates any frictional loses incurred when the crank is rotating, as there is no oil reservoir in the sump for it to pass through.

Last Updated on Tuesday, 10 June 2008 19:16