Crasher

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Never tried it the way the Haynes comic book suggests. Bentley sell a manual called

There are too many variables to give an idea of cost such as how much the donor engine costs, which ECU you use, if you want to get the DBW throttle and VVT system, who does the work, how well you want it done etc etc.

If you buy ( :lol: ) VAG-COM, or find someone with it who will help you, you need the early diag adapter.

You can't set a 9A up without putting it into basic adjustment mode. The two wires you have are the diagnostic comms and you need to add a second plug with a permanent live and earth and you may have this on the donor harness. When connecting to a diagnostic system such as VAG-COM, you will need the early adapter harness to connect to the VAG-COM cable and you can buy these from any VAG-COM reseller.

Did you make the diagnostic plug(s) accessible so you can check for fault codes?

Ehh! :?

:lol: So 95 on Golf 3 VR6's never stall then?

APX is also 9.5:1

Camber is 35 minuets negative and the tracking parallel i.e. 0

That data is wrong, acording to ELSA the BAM has a 9.5:1 compression like all the others.

We gave up selling them for the Corrado, it is impossible to make them work.

It's not the Mk4 Golf metal gasket (022 103 383 F) that you use, it is the one from a Sharan (AMY) or T4 (AES), with the matching head bolts. Gasket 021 103 383 N Bolts 021 103 384 K x 7 021 103 384 G x 10 021 103 384 L x 3

All good, no bad, as long as the car is re-set up correctly and that is a big problem with Corrado's and Passat

By side to side play, do you mean plunging movement as in pushing the shaft in and out of the joints or rotational free play?

Check the vac hoses on the back of the TB are the corrcet way around.

I didn't want to mention suppliers but that is one of the companies I had trouble with over blue CTS's and the other company was the other big supplier with a European name!

If the cam has gone tight, I suspect you may have fitted the head gasket upside down. Is the tag with "OBEN" or "TOP" showing to the left (as viewed looking at the head) of the centre oil return drain gallery? If it is to the right and the writing is upside down (viewed with a mirror) you will have damaged the head and cam. This will mean either fitting a new head and cam or having the head machined for insert bearings and a new cam, although undersize I/D insert bearings are available for a machined down cam.

Change the blue coolant temperature sender on the cylinder head water housing, VW part number 025 906 041 A (£14.35) and "O" ring N 903 168 02 (£1.00). I would recommend genuine VW as I have had considerable problems with aftermarket blue senders, so much that I will not use pattern ones any more.

Yes, early type 35 VR6 parts. It will work on 89 onwards G2 16v, all 4 stud Corrado's, Passat type 35 4 stud, Golf 3 4 stud (with 256 brakes) and others.

If you have an engineering shop machine 2.5-mm from the top of a G60 caliper carrier slider pin (where the thread is) you can use 16v pads (16.5-mm thick type) and calipers on G60 discs, therefore a 280-mm conversion without even having to bleed the brakes.

Altered the text, minor mental breakdown!!!!

Up to 280ish PS is fine. the 3.2 24v V^ is a lovely engine but rarer than a 225 1.8T, much more difficult to install, bl00dy heavy and they drink like a fish. PS per Kg is less than the 1.8T but they have a much more pleasing sound. It is entirely your choice but I would go for a 1.8T rebuilt to 2.0 using an AGU head fitted with the VVT unit and running a Motec M400 ECU with drive by wire throttle. That would give a solid 280PS and lots of torque for lower weight and good fuel consumption.

Discs 357 615 301 A (5x100 PCD) Carriers 357 615 125 C Wheel bearing kit 357 498 625 B CV joint 357 498 099 C (or CX if bought from VW) Hub 357 407 615 B

Our BHOSG9.2 is correct for all Corrado VR6 and the set is £53.95 inc.VAT+ carriage. Corrado forum members get 5% discount but Goodridge prices have gone up by 5% since we last updated the web site.