Henny

yup, tyres selection (or even tyre pressure!) can affect the rolling resistance of the car and therefore change your MPG figures... Letting as little as 5PSI out of your tyres can knock quite a few MPG off!

the complete engine, wiring loom, braking system, drive shafts and the manual 6 speed gearboxe would inially be used, although the shafts would probably be shortened and the wiring loom would be pruned of all the crud that Kev listed above, oh, and the diffs would probably be treated to some LSDs!

The W8 engine produces 275 bhp at 6,000 rpm from its 3,999 cc engine, and a huge 273 lbs ft (370 Nm) of torque at just 2,750 rpm. On the road this translates into a 0-62 mph time of 6.5 seconds and a top speed (limited) of 155 mph, while such high torque and eight cylinders mean effortless and flexible performance (nicked off Google... ) So if it's doing a 6.5 second 0-60 in a 'Rat which'll weigh about 1.75 tonnes, imagine what it'll do in a space-framed, aluminium bodied custom built car! :crazyeyes: :lol: Of course, then you could always lob a pair of superchargers like you have on your VR in there too for a bit of a giggle... ;) :lol: :twisted:

It will fit in the runners for the front seats, but will (as Phil says) sit WAYYYYY too high so your head will be outta the sunroof. Rear bench is too wide to fit in a corrado, so will need cutting down and re-trimming to make it fit properly.

Late Golf MKII uses the same fuse box as the Corrado, so it should be compatible...

dr_mat, I've got an electronic engineering degree (specialising in Mechatronics - basically the control of something mechanical via software and an electronic interface) and my mate's been a mechanic for a good few years, so we think we'll be able to get it running between us... ;) potatonet, Think more spaceframe chassis, not Corrado... ;) Timo, yeah, that's what we're hoping for... I've found out a few bits and bobs about 'em and it's looking like it could be interesting as long as the one he's found is a manual and not a tip-tronic/automatic... 8) Anyone got any more details?

'lo all, Bit of an odd one this... A mate of mine is on about building a kit car from scratch. He wants to keep it VAG powered as he's a big fan of their engineering, and parts aren't too horrific to get hold of should anything go wrong. ;) Anyway, he's managed to find himself a Passat W8 4motion which has been written off due to being T-boned by something else. He's thinking about buying it, stripping off the drivetrain and engine (and probably wiring loom!) to use as a base to his project... Thing is that he's asked me if I know anything about the W8 engine and I know nothing about it... Anyone here got any experience of it? Having been comprehensively left for dead by one in his BMW, he knows that they're fast, but neither of us have even seen one up close...

http://www.gpcvwaudi.com also do 'em at a good price... 8)

G60SC_Stoney, as tempting as that may sound, nah, think I'll pass... ;) :lol: Riley The crank is around about a 90mm throw (or there abouts, 90mm gives 1946cc IIRC) and all I know is that it's out of a passat... :| The sleeves over the gudgen pins are actually fitted into the top of the con-rod (as a small end bearing) to act as a convertor as the con-rod is expecting a 20mm gudgen pin, where my pistons use a 19mm pin. They were properly heated/cooled into place and are of a very high tollerance so shouldn't wear any worse than the original con-rods/gudgen pin combination... The pistons aren't G60 specific 'cos they're 83mm diameter and so are too big for a standard G60 engine! :lol: My pistons were specifically CHOSEN by John so that they don't have to be modified to allow clearance for the valves and so that they give a compression ratio of 9.5:1 which is higher than normal, but not too high as to create a problem with pre-ignition. They are also designed to be used in a FI car, so the thickness of the crown is WELL upto the job, unlike some other pistons I've seen and heard about which have had the crown machined down meaning that the distance between the top piston ring and the crown is virtually nil and that the crown is so thin it'll melt the first time you give it some real stick and get it hot... The only modification they've received is to the skirt well below the lowest piston ring to create a cutout to clear the oil squirters and to balance them and weight match them so all 4 weigh the same ammount (there's now less than 1g total difference on all 4 pistons combined!)

Damnit DEL VR6, I thought that was J-DUB for a moment there! :crazyeyes: Those wheels really do suit the 'rado in Aqua blue don't they? 8)

yup, as Kevin says, it's no longer possible to change the type on the V5 (so you can't make an escort into an XR3i etc), so the only thing you need to do is make sure that the engine number changes and that the insurance company knows and STATES it on their documentation that it's had the conversion...

Been there, seen that, scared myself sh!tless... wasn't a turbo though, but even so, a 2.4L flat 6 in the back of a stripped out, STUPIDLY low bay window van that was older than I was was always gonna be a silly first car to buy! I hadn't passed my test yet and so wasn't driving it when it scared me enough to want it, but during some tidying on it once I bought it I discovered that all the wheelies had weakened the chassis rails up front (probably when the wheels hit back down again) and so had to scrap it... :( Made a profit on it though, it's still the only car I ever have made money on though... :oops: Rest in piece YRA181L, you were very silly, made me giggle like a loonie and probably warped my perception of how a car should be for the rest of my life! :lol: :twisted:

sheesh... I haven't got the time to post on here that regularly at the moment what with work, trying to find somewhere to live, organising my wedding and keeping my G60 on the road without trying to put down the sum of my knowledge on G60s on here in a single post! :lol: ;) I'd love to do that, but I simply don't have the time and wouldn't know where to start... :|

mmmm lovely... 8)

'lo! Thought I'd drop my thoughts in... 8) Firstly, let me clear something up... John Mitchell (JMR) did send my engine off to RPM to do the work, however he was up-front about this from the start as it's a setup HE specc'd up and it was him who sat with the catalogue and worked out which pistons to use in the conversion. Basically, I couldn't have done it without him, and it wasn't a conversion that RPM offered until John had done it with their engineering help. I'll happily state that I'd do the same again if I was starting in the same place with the same knowledge now. Right, so, my engine's based around what I believe to be a passat crank with 83mm Mahle pistons which were then modified to make 'em clear the oil squirter which is retained in the standard position. The wrist pins have a 1mm sleeve over 'em to make 'em fit the standard G60 rods. The crank has been mildly lightened and dynamically balanced (along with the pistons and rods) to ensure it's as smooth running as possible. It wasn't knife edged. The flywheel has been lightened quite a bit to enable faster spin up/down times making the engine more rev-happy. EVERYTHING the air flows through on its journey into and out of the engine has been gasflowed and port matched where possible. The inlet manifold and bottom of the throttle body have been coated with heat reflecting tape, and the downpipe has been wrapped with exhaust tape. Due to the throw of the crank only being slightly longer than standard, I don't run as high a risk of spinning the bottom end shells in this engine, however I DO agree that using the 9a/KR rods would be a good idea if you were going for a higher capacity/longer throw. If I were to rebuild another G60, I'd probably go the same way again because, although I've had a lot of bad luck with my engine and damaged it several times, nothing's gone mechanically wrong with it due to the actual capacity increase work and it does create some very good figures while remaining VERY usable for every day driving to work and back. Since getting the block from John nearly 3 years ago, I've completely rebuilt it after having a few problems with a damaged headbolt thread in the block and also having a small bolt go into the engine through the head and into a piston which were, like I said, just plain old bad luck. At no time have I considered doing anything else to the block to get more out of it as I'm happy that this bottom end is good for a lot more power than I'll ever be able to get from it with only a G60 charger on a 68mm pulley (which was part of my original spec for this engine due to the 20K+ miles a year I'm throwing at it)... I spent A LOT of time searching around for options for my rebuild and learnt an awful lot (as well as posting a lot on here too! :lol: ) at the same time. I'm only too happy to pass on any info I've learnt, but don't take it as gospel, I have opinions which may differ from other peoples and I have made (some quite expensive) mistakes during my journey to the 250BHP engine I now have... Other people have achieved similar power from an 8V G60, some have gone higher capacity and got more power, some have got similar from slightly lower capacity, lots have got less power... If anyone DOES decide to do a capacity increase, my one overwealming piece of advise is to ask around as much as you possibly can before undertaking any work as a bad decision at the start can cost you dearly, or leave you with an engine that you simply aren't happy with, which you really don't want...

'lo Steve, good to see a well known person on here... 8) (giving good advice too! 8) )

ummm, need to get an MOT and tax which involves replacing the rear brakes and rear brake lines... :oops:

having just lobbed that into Google to translate it, the porsche had stopped to avoid an accident in front when the Ducatti special edition hit it without having used the brakes at all... :| Not good at all and hammers home to me why the only motorbiking I do is off roading on forest tracks where it's difficult to do over 20mph and falling off is kind of the point! :lol:

with the cam from Darren as well, and a full on remap by Chipwizards including setting the vernier pulley up, she's a monster! She was good before this head (had a normal valve sized ported/polished head from JMR/Racepower on before with custom ported and heat taped inlet) but she's even better now... 8) There's more torque from lower down, and it just pulls strongly all the way upto about 4500 where she comes onto cam and takes off like a scalded cat upto 6500! It was not cheap, but it's taken my engine pretty much as far as I can take it without changing the charger to something other than a G60 and as such is well worth it... 8) Oh, and the work is also verging on being art rather than engineering... it's a sight to behold in real life, the photos just don't do it justice... :notworthy:

nice one matey! Will be good to catch up with ya if you're there on Sunday... 8)

yes I am... and it's fecking GREAT! 8) 8) 8)

...I built your engine/bolted on your head... :oops: :lol: Or: You decide that 6 track/quarter mile days in 2 months isn't really that many...

Nice to see one rescued instead of just being parted for bits... 8) Good work mate! 8)

20VTG60?!? Woah! Cool... 8)

I have 2 shelves with speaker holes already cut... Don't cut a non-cut parcel shelf... just ask on here and buy one that's already cut... ;)