Misc 2L questions

[area53 at validpath.com (Jeff Toomasson)]

>From a bolt-up standpoint, anything is "swappable". You can even bolt up a x-
flow head to an earlier 1.8/2.0 block (provided you properly occlude the main 
oil drain chamber).

The 9A block by itself is equivalent to the 3A. Dimensionally, the only 
differences between the 3A and the 9A shortblocks (w/ internals) are the 
pistons and the intermediate shaft. But the 3A has a forged crank IIRC. in 
general, you cannot use 8v pistons w/ a 16v head because the resulting 
compression ratio will be way too low. The ABA block is a different beast 
because it's 16mm taller (longer rods).

You want some info about VW/Audi engine components?? Try this on for size:

http://www.not2fast.wryday.com/vw/stuff/vw_engines.shtml

JT


> Not to hijack this thread but I have some 2.0L questions myself. I have in
> my shop a 3A 2.0L block, JH 1.8L block, PL 16V 1.8L block, 1.8L hydro head,
> 1.8L mech head, 16V 1.8L head all sitting next to each other. Except for
> the alignment pins set in the blocks what is stopping me from using the 3A
> block on any of these heads? There has to be a reason no one runs a 3A with
> a 16V head. Using the head gasket as a guide it looks like all the water
> and oil jackets line up and the head bolts are in the same spot for all
> these heads and blocks. I know the 1.8L heads have the one round opening
> sealed up but all the blocks have it open. I am guessing it has to do with
> the stroke of the block and the related compression ratio but that can be
> changed. Is the 9A 2.0L 16V block the same as the 3A bubble block? No one
> who uses the 9A seems to have any hood clearance or exhaust alignment
> issues like people do with the 2.0L ABA tall block. I am just trying to
> make sense of what is really swappable between all the different top and
> bottom ends. TIA.
> 
> --
> Gordy
> MK1 x 3
> MK2 x 1
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