More power from a 1.8 k-jet engine in a 80 sport
 

I'm looking for some more power out of my 80 but don't want to change the engine thought about turboing or supercharging But it's looking like nether is possible. just thought if any one had any tips or links for more power out of these engines which sum one must then could u give me a heads up cheers

How about ditching the fuel injection system and fitting some carburettors?
I think you will need a 1.8 gl head though for the carbs

How deep are your pockets?

Big valve head, polished, ported, highlift cam, throttles bodies or twin carbs, stainless exhaust manifold and system. The works 80 Touring Wagen was getting on for 170bhp from a 1600cc engine!!

I think TSR still do some nice trick bits for the DZ engine. :tup:

If one wanted to replace the stock exhaust with something a bit sexier, nothing mad just a nicer looking tailpipe and improved sound... where would one start looking?!

Jetex still do exhausts ( or did last year) for these cars.
Any Golf GTi engine mod is suitable; I'd start at TSR or C&R Enterprises .
2.1 litres is the biggest you can get to - and you had better have a very deep pocket ( replacement block/crank etc
but 1.9 is sooo much cheaper...

1.8t 20v conversion will probably set you back the same amount as tuning the DZ

I had one made up by my local powerflow supplier.
Nice sound, not too 'bad boy' and full stainless so no rust!

Have you actually driven your 80 sport? There quick as there are as standard!

RMS In prestwick manufacture a stainless system with any end you want and any bore. OR there Longlife exhausts also in stainless down in "Engalund" just Google 'em!

You can carb the DZ, you just need to block off the injector holes, this way you retain the bigger valves and higher lift cam of the sport head.

Either machine up some bits to slot in, or use 1p pennies! Lol. Seen that on vw forums tho I doubt they are good for flow it might be my quick fix if I don't have time to make up the plugs! Lol.

Why are you talking about the DZ? AFAIK that's the carb. engine? TS is talking about K-Jet.

NO, it isn't, all injected 1.8 should be DZ regardless of whether they are Audi or VW.Carb engines have a different code.
Unless you want a screamer, running for 6000 revs all the time on a track, an injected engine, even K jet, will always give more power/torque/better general running.

Dz is injected. DS isn't.

i had a kent fast road/rally cam (£300) and bored out the inlet manifold to fit a throttle body from a 2.2 kv engine (£15 off ebay). fitted a straight ally tube (power rohr pipe is it?) inbetween the metering head and throttle body (£8ish). super sprint center and back box (was well over £100 s/h off ebay). on my old k-jet gti.
http://i200.photobucket.com/albums/a.../beemer004.jpg
made 135bhp on the rollers. not bad i thought!

What's the point of even thinking to fit carbs? Carb is dumb piece of shit, which makes engine under load sound nice because if floods the engine! For increased power and not just increased fuel consumption and decreased driveability there's some programmable ECU's around, like VEMS. It will also provide fully electronic ignition, with more agressive timing available, which means more power or lower octane fuel, which can't be provided by any carb... :)


:hand:
DZ is audi 1.8 8v fuel injected engine. VW's had basically the same engine with a couple of different codes, after all - different manifolds and other stuff in order to fit it in golf.

Was the 2.2 throttle body bigger than 1.8? :confused:

Indeed, never heard of this, never mentioned by tuners of the era.....surprised because it could be a quick easy extra mod ( with the other bits as well). Umm......

130 bhp is about what GTi engineering & BRMotorsport were getting with a cam and headwork with exhaust so that's basically what you did - I suspect for a lot less money !!
Our 1990 B3 Sport ended up with slightly better than that ( 2.0 litre afdter all).

My little old golf engine made 120 bhp and 144 foot pounds of torque on a? Carb.
Standard 1.6 scirocco weber downdraught which helped produce good torque but tended to kill it at top end, still, was a little flyer and was dead reliable too.
Would have gone even better if the top end had been reworked.
Dont write off a carbed engine would be my advice, theyre perfectly capable of some good power numbers if sized and setup correctly.:tup:

Claimed figure for the 1600cc Berg Cup car in the Museum was 197bhp!!!...on throttle bodies.

Bet it was revving to 8k tho! :)

I actually like quiet cars.... but I bet that sounded fantastic

wish i had some more pics of the work i did on that golf. sadly this all happened pre-internet access/forum involvement, so never really bothered taking pics.
was one of the first things i ever bought off ebay for £104. was a total shed. from a bent driveshaft to a new clutch, new back panel welded in, heater matrix, fitted rainbow interior, rebuilt the sunroof with a new rear drip tray and seals....... jamex springs and shocker kit. green stuff pads.
sorry im getting off topic!!

yeah the kv throttle body is much bigger.
i couldnt really tell you want difference it made on its own as i fitted it at the same time as the cam! doh. was much more grunty at the top end.
also my mate had an mk5 escort gti 130. was never able to keep up with him on the road..... after the cam and stuff i was able to keep right under his bumper!

from memory i had to mix/modify/swap some little brackets for the throttle cable. i swapped the tps too, but i cant remember if this was cus it was different of cus the kv one came without a tps.
removed the inlet to bore it out, took about half an hour ish to die grind it out.
if you put a kv body next to a gti one the difference is huge.

yep the kv throttle body is larger as murran says, ive a kv one there for my sport , whenever i get round to fitting it :crazy:

it was actually a popular mod by mk1 golf owners years ago

My friend and I did the 2.2 kv throttle body and warm up valve swap on his 1.8 8v mk1 Golf. Advanced the timing to 17-18 degrees (a large advance from 12), used a solid injection air pipe to stop collapse under heavy throttle and finally drilled many 3" holes through the bottom of a rs turbo air box. Standard 1.8 engine on a 1.6 gti box.

Supposed to give a genuine 8-10 hp, I can tell you it makes all the difference as the first butterfly @ 2.2 is the size of the second @ 1.8, but the the second 2.2 makes both 1.8 butterfly's look small.

The milestone test was a short hill on the way to his house. In standard trim with 1.8 parts the car peaks the hill flat in 2nd. After the part swaps and the advance, the car peaks the hill somewhere in 3rd.

End result, instant hard power in any gear up and beyond the profile of the cam (8000rpm).

The best route to more power with Four pot K-Jet motors, 16V or 8V is more displacement using a SHORT STROKE bottom end, 6A/9A for 16V's or 3A/AAD for 8V's, for example, combine these with head work for excellent results.

These are just the common ones, many others are out there, though not all in the UK.

There are quite a few other VAG models for the late 80's and early 90's with variants of the 2.0 short stroke bottom end. These are basic but useful guide's to what you might find hiding under the bonnet of various Audi's or VW's either in scrappers or just going cheap. Pity the these list's don't tell you how many cylinders or valves the engines have as there are quite a few five pot 2.0 engine to confuse matters. But still, with a bit of cross referencing and research you will find easy answers.

http://www.autoshoppingcenter.com/Vo...ginescode.html

And that's just the Audi units

Here are the VW ones,-

http://www.autoshoppingcenter.com/Vo...ginescode.html

One of these bottom ends combined with some basic head work/multi angle valve seat cutting plus good assembly practice such as matching up manifolds ect is far and away the most effective solution.

Forget the latter long stroke blocks, they don't like to rev unless heavily modded and don't really fit properly in a car that had a 1.8 short stroke bottom end as standard.

K-jet can be made very reliable at the higher flow levels involved, the warm regulators can be tweaked as can the metering heads. There is also much choice when it comes to injectors. Going Common rail with EFI is unarguably better, especially when it come to economy but is far from being essential for good results.

Carb's and individual Throttle bodies are a waste of time unless you REALLY know what you are doing and have cams custom profiled to suit.

kents cams do one for the DZ, 10hp gain £194.00 +vat as of 25/01/2011.

Wonder if they would do anything for a group buy, who else is interested?

We could even have a dyno/tune up meet in the near future, i know theres a few 80 sport owners here... :ihih:

I'll have a word with Ben at Shark. He might like the idea of a Retro Rolling Road Day. Bapro set up at his place and plenty of space for the BBQ as well. :tup:

www.sharkperformance.co.uk/