Engine Swap

[Build] [Mechanics] [Electrics] [Megasquirt]

Last year when I was working on the gearbox the idea already existed to change to a more powerful engine. My requirement is an engine which is pleasant for cruising on the public roads and gets your adrenaline flowing when pushed to its limits. To fulfill this I think you need something like 200 bhp. I also want to stick to 4 cylinders due to the paperwork.

So I started looking around and a number of engines have passed the screen.

You could divide the engines in 3 types; the normal engines (which needs tuning), the turbo engines and the race engines. The normal engine needs throttle bodies and fast cams, which as disadvantage, makes it less pleasant for the cruising part.
The race engine with the high max revs does not have this disadvantage and gives a high fun factor and I can imagine a fantastic sound. And last the turbo engines, great fun but with the disadvantage of the turbo lag. What I found out so far, that it is as expensive to tune a normal engine to the required fun factor as using a turbo charged. And it is very hard to find a race engine, these are all going to the US.

Some more info about the engines: LINK

The decision has been made:
- Audi 1.8 20vt (AGU)
- Megasquirt MS1/Extra (MSnS-E )
- adapter plate on my MT75

wk0825:
I've been driving for some time already, when the weather permits. (The weather is not as good as last year.) This is the final result:

As you can see it gets hot under the hood, the reason why an alu expansion tank is installed.
Next item on the list, the exhaust (muffler/silencer). The old was a little bit restricted (50mm in/out) and not the expected looks. The new custom made, has the looks and can cope with the expected performance (70mm in/out). I've spent a whole day with Stephane Hoeben (RVS Goeroe) in Schijndel, with a great result (at least that's my opinion ;-).

wk0810:
What is happening you would be wondering. This:

I am insulating the driver/passenger compartment from the heat the engine is producing. So everything is out of the car again. I have great isolation material from IsoProq and also working on an extra bulkhead.

wk0735:
The road legal test has been passed :-)))))

wk0735:
Sorry for the lack of updates, but I am now pleased to inform that the engine is running :-)))))) Yesterday I went to the local garage to do some CO measurements, I need 0.5% to get it road legal. And after some tweaking with megatune I managed to get it just below, remember it is without a cat. For Friday the appointment stands for the full road legal test.
The previous update mentioned about the problems to get it running. This time, with a good engine, it was immediately running, after the first turn of the ignition key.
But then came a problem with the cooling, the radiator did not heat up, which made it impossible to go for a cruise. Now, after having taken the water in and out 5-6 times (lost count) it seems to be OK. The water pump has been changed, new thermostat, without thermostat, change of the tubing and finally 2 small holes in the thermostat. The cooling is OK now, however it takes a little bit too long before the ideal engine temperature has been reached.
At the moment I am tuning the fuel and spark tables and playing with the boost controller, wow what a difference 0.3 bar of boost (without controller) or 1 bar of boost.
This will be fun ;-)

wk0721:
Back from a relaxing vacation to Egypt with the family. And to be honest I needed one, just before we left I had a big draw back. Due to the excitement of the possible start of the engine, I forgot to update the site, but you probably can imagine ;-)
Back to the end of April, it was possible to get the engine running, air, water, oil, ECU, everything was connected. So we did ......... 1st day ..... running for maybe 5 seconds ...... 2nd day .... could keep it running as long as the throttle was half way open, but as soon it was released it died...... 3rd day ... we did not trust it the temperature on the exhaust manifold of cylinder 3 & 4 was much colder then cylinder 1 & 2.
We tested the compression of the cylinders, 3 & 4 --> zero, nada, noppus !!!
Removed the inlet manifold, and immediately it could be seen that the valves where bend, fxxk.
Removed the head, send it to a repair shop and paid a nice amount of cash. Now we are at the point of re-installing the head and get the engine back in the car.
Before I forget, here are some pictures from the exhaust, from when the engine was still in:

wk0713:
There is not the progress I would like. The inlet manifold has been shortened, but a little too much, now the fuel rail does not fit any more :-( Luckily I have a second manifold and want to discuss another option with the alu welder.
Last weeks have been used to work on the electrics and get the turbo cooled and oiled. The decision to go for the K04 has an advantage on the air path, but the water and oil lines to and from the turbo now have to be custom made. But we go for the best end result and not the easy way. Still need some parts to finish it.

wk0714:
The intake manifold is ready, here you see one picture of the first trial and two of how the final manifold is looking.

I also received the new bushes for the front side wishbones from Glauner Rush, and replaced the old ones. Next this week I decided to re-use the Audi engine wiring harness and soldered a DB37 on the wires so it can be connected to the Megasquirt. In my room the TPS, CLT, IAT & VR are working.

wk0710:
The engine has been fitted with the manifolds and throttle body, to check the final fitment and to plan the air and water piping. This showed a problem with the throttle body, it fits but there is not enough room available for the engine to rock. Therefore we decided to shorten the inlet manifold, by just cutting a piece away. When it is finished I will show some pictures.
I also decided to go for the K04 and came across a very nice custom outlet manifold. With this manifold the air intake is at the front and the intercooler connection is very short, perfect for the s7en.

wk0708:
I was sick, but this did not withheld Geert to get the Audi in, see it yourself.

wk0706:
Fitted the first prototype of the adapter plate to the engine. Initially some space problems with the starter, but no problems which could not be overcome. The next version does not need much changing.

wk0707:
The Ford 2.0i DOHC engine has been removed including all the electrical. I also decided to change the bushes on the front side wishbones. I thought that this would be a good moment. Here you can find the pictures. If someone is interested in a DOHC with adapted inlet manifold, custom outlet manifold and shortened carter, sent me a mail.

wk0704:
Connected the TPS, IAT & CLT sensors to the MS. The TPS is working fine after calibration in Megatune. But the temperatures of the IAT & CLT were about 8 °C too high. Therefore I have placed the sensors in melting ice (reference for 0 °C) and measured the resistance. Then in boiling water (reference for 100 °C) and at last room temperature.
With Easy Therm it then is possible to create custom thermistor files and embed it in the firmware for the Megasquirt. Final result, perfect.
The injector information has been found and the size should be enough for 200 bhp at the standard 3 bar of fuel pressure.

wk0703:
Figuring out how the OEM Audi sensors should be connected to the Megasquirt, see LINK.
And measuring the throttle body, to get an idea how it could be connected!

wk0702:
The new (used) engine has been dismantled, to get a closer look at its state. 

Does this look good or not?