Shanahan
Member
Hello All,
Has anyone done a conversion involving an inline auto engine? If not, what would limit such a conversion? Inline engines seemed to work well in the past so why are all the focus on rotory engines?
Obviously the engine would need to be beefed up and so forth, cooling would have to be improved and so on but what else?
I'm looking at a VW ABF 2.0L 16V (from a mkIII Golf):
engine displacement & engine configuration1,984 cubic centimetres (121.1 cu in) inline-four engine (R4/I4); bore: 82.5 mm (3.25 in), stroke: 92.8 mm (3.65 in), stroke ratio: 0.89:1 - undersquare/long-stroke, 496.0 cc per cylindercylinder block & crankcaseCG25 grey cast iron, five main bearings, die-forged steel crankshaft, forged steel connecting rodscylinder head & valvetraincast aluminium alloy, four valves per cylinder, 16 valves total, double overhead camshaft (DOHC)aspirationcast aluminium alloy intake manifoldengine management Bosch Motronic, or Digifant (ABF) engine control unitsDIN-rated motive power & torque outputsABF: 110 kilowatts (150 PS; 148 bhp) @ 6,000rpm; 180 newton metres (133 ft·lbf) @ 4,800 rpm
Weight Approx: 95Kgs
At this point, is there any reason why not?
Has anyone done a conversion involving an inline auto engine? If not, what would limit such a conversion? Inline engines seemed to work well in the past so why are all the focus on rotory engines?
Obviously the engine would need to be beefed up and so forth, cooling would have to be improved and so on but what else?
I'm looking at a VW ABF 2.0L 16V (from a mkIII Golf):
engine displacement & engine configuration1,984 cubic centimetres (121.1 cu in) inline-four engine (R4/I4); bore: 82.5 mm (3.25 in), stroke: 92.8 mm (3.65 in), stroke ratio: 0.89:1 - undersquare/long-stroke, 496.0 cc per cylindercylinder block & crankcaseCG25 grey cast iron, five main bearings, die-forged steel crankshaft, forged steel connecting rodscylinder head & valvetraincast aluminium alloy, four valves per cylinder, 16 valves total, double overhead camshaft (DOHC)aspirationcast aluminium alloy intake manifoldengine management Bosch Motronic, or Digifant (ABF) engine control unitsDIN-rated motive power & torque outputsABF: 110 kilowatts (150 PS; 148 bhp) @ 6,000rpm; 180 newton metres (133 ft·lbf) @ 4,800 rpm
Weight Approx: 95Kgs
At this point, is there any reason why not?
