Thinks you may be a little off track here, my original intention is to get better accelleration in every gear. Traditionally 2.0 16v ABF motors are bobbins in 4th and 5th, there is no more tug available.
If I can keep the top end speed high then great but this can not happen. Read on,
2.0 8v AGG motors do feel like the gearing is better sorted but it is an illusion given by using the lower flatter torque curve from the 115bhp lump. Mate this to a higher revving ABF engine 2 things occur,
1 - input shaft snaps.
2- if you get away with it when you shift gear you miss the sweet spot of the torque available found much higher up the rev range due to the in gear speed of 2nd, 3rd, and 5th regardless of final drive.
For the top spec Ibiza at the time, VAG really made a bad choice here to give a good top end speed figure, they took the wind out of the car.
How often on a road event does a car top 100-110mph? Unless you are on the wrong bit of the map, never, considering new 2007 timing regs.
So a final drive swap is quite simple (although time consuming) keeps the strongest standard box available with the larger input shaft diameters to handle a decent amount of torque. As a result of a final drive (3.9up) the top end speed WILL suffer, this is not intentional but an unfortunate byproduct. Count the teeth and do the sums. (3.2- = high speed, long gears = no go)
The car is deliberately kept as a simple clubmans car, as standard as poss to keep costs down and relaibility up. It then really cheers me up when we blow the doors of much higher specced, semi outfit supported machinery
.
Thanks for your interest in this thread
If I can keep the top end speed high then great but this can not happen. Read on,
2.0 8v AGG motors do feel like the gearing is better sorted but it is an illusion given by using the lower flatter torque curve from the 115bhp lump. Mate this to a higher revving ABF engine 2 things occur,
1 - input shaft snaps.
2- if you get away with it when you shift gear you miss the sweet spot of the torque available found much higher up the rev range due to the in gear speed of 2nd, 3rd, and 5th regardless of final drive.
For the top spec Ibiza at the time, VAG really made a bad choice here to give a good top end speed figure, they took the wind out of the car.
How often on a road event does a car top 100-110mph? Unless you are on the wrong bit of the map, never, considering new 2007 timing regs.
So a final drive swap is quite simple (although time consuming) keeps the strongest standard box available with the larger input shaft diameters to handle a decent amount of torque. As a result of a final drive (3.9up) the top end speed WILL suffer, this is not intentional but an unfortunate byproduct. Count the teeth and do the sums. (3.2- = high speed, long gears = no go)
The car is deliberately kept as a simple clubmans car, as standard as poss to keep costs down and relaibility up. It then really cheers me up when we blow the doors of much higher specced, semi outfit supported machinery
.Thanks for your interest in this thread
