The VR6 MK3 used a cable shifted trans as well, so parts like the shift box and mounts make the install very easy. The 02J used in MK4s is also a good choice although it's a little harder to mount. It's cable shifted and uses a larger hydraulic clutch. Some require a sample piston, some want drawings, while JE usually has everything on file and you can just say "I want these valve reliefs on a piston this big around that fits in this block. JE, Ross, Arias and a couple others all make custom pistons. very intense swap), it'll bolt right into a diesel Vanagon, MK1, 2, 3, Fox, Passat early Dodge Omni. I've seen a Ford Focus wagon with a 1.8t in it (crazy. The 20v conversion can be done to a just about anything, but "20v" pretty much means "1.8t" and why wouldn't you just buy a 1.8t MK4? You can swap it into anything. Sorry if i sound stupid but what i get from the reading is that the 20v conversion is only for the mk3 or can it be done on the mk4 also? If so who produces the custom pistons? What else needs to be changed? and Why would you put a corrado tranny into a mk3 if the corrado is older? (used or new)? When my friend told me he had it he didn't tell me it was at his girlfriends house 4 hours south of here. I should have your turbo in my hands by the end of this weekend. the 16v head bolts up to the ABA, the valves clear, and it creates a perfect compression ratio for turbocharging.
It's really hard to do without pistons, and depending on the year of the car the shortblock could be one of the later, weaker years.įood for thought though.
You get to use all your accessories that way.Īs far as the 20v head ABA block thing.
The 2L pulleys work, although I think the crank pulley needs to machined. I know someone around here has the link to the 1.8t into a MK2 shell instuctions. Drive by cable, with the transverse intake manifold from a MK4. So what would you recomend? The 2.0aba 20v or a stright up 1.8t(aeb)?Īlso, doesn't the aeb drop in easier in the mk3 body? I love doing these conversions, but your 01M can be fixed! Either way, I can help you solve the problem with your beloved car.Ġ1M to 5 speed conversion cost: $900 Labor + Parts.Thank You Aaron. It’s very nice of Volkswagen to make the clutch pedal assembly “modular” so that it’s easy to changeover to a manual. TDC needs to be marked on the flywheel at this point, it is very difficult to see once the transmission is in the way. Also some cars end up with a low pedal “catch” that can be corrected by removing the transmission and shimming the clutch fork pivot out some. On some cars this results in minor noise you can hear at idle, especially next to a building or something that bounces the noise back at you, like in a drive-through. Usually a G60/Vr6 flywheel clutch combination is used to avoid the dual mass flywheel reliability issues. Look! A nice new trans, but, no mount bracket, no linkage pivot, no linkage levers, no clutch fork, no clutch fork retaining clip, etc! It’s a good idea to replace the rear main seal while your there. Removing the trans is super easy, if you’re a trans expert and you have a lift and you have a 2 stage trans jack with rock & tilt. One of the hard things about the conversion is acquiring all the parts.
This job requires a motor hanger, especially if you don’t have all the parts. This is good because these cars use Volkswagen G12 coolant, which is expensive. Using these coolant hose clamps, and band clamp tool makes coolant loss minimal. The conversion process eliminates the cooler so you need to bypass it with a nipple. But… I think it had a trouble code that was repairable and since the car had a glow plug code and the light was on anyway, the driver just kept on going until the transmission failed. This one failed early with just about 100,000 miles. Here’s a conversion I did that I documented with pics. Although 01M’s have a reasonable lifespan of approximately 150,000 miles, they seem to have a bad reputation.
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