Die Geschichte des 827er Vierzylinder Motors (viel Text) | Posts 32+

Hello everyone,

Sure, great article. However, there are still more errors in it:

Quote:

However, the story of the 827 shouldn't end there. With the introduction of the Passat series 35, the 827 received another increase in bore size, going up to 83mm! This increased the displacement to 2.0 liters. This engine initially represented the maximum achievable. The cylinder liner sleeves in this engine were only 3mm apart!

The 827 and its successors have a cylinder bore spacing of 88mm. The 2.0L variants have a bore of 82.5mm and 92.8mm, with a stroke of 1984 cm³. The minimum deck height is 5.5mm.
In the 1990s, even with the same bore and stroke, the so-called "high-block" design from the 1.9-liter diesel engine was adopted for the 2.0-liter gasoline engine, which allowed for the use of a longer connecting rod.

Best regards,
Albrecht

Hello,
There are various versions of the 2-liter gasoline engines, and it's definitely possible to distinguish between Audi and VW versions.
For example, the 9A engine (16V, 2.0L, 139 hp) is a high-block design with a +15mm offset, a bore of 82.5mm, a stroke of 92.8mm, and a piston pin diameter of 21mm. (Found in the Corrado and Passat.)

He has longer connecting rods.

The Audi counterpart, the 6A engine, has the same bore and stroke, but uses shorter connecting rods like the 1.8L engine, and has 20mm piston pins.
By the way, it also has the same timing belts as the 1.8l .

The same model is also available as an 8V version.

Best regards,

The 9A is not a high-performance engine; it has 144mm connecting rods.
The ABF is a high-compression engine with a 159mm connecting rod.

Hello;

I double-checked: you're right; somehow I got everything mixed up...

Thank you for the correction!

Best regards,

Hi everyone,

Meanwhile, quite a bit of time has passed, and new things have emerged... you often read about EA 888 and EA 211, and that the new MQB platform is also introducing completely new engines. I can imagine that these are somehow related to the 827, or simply further variations. Does anyone have some updated information they can share?

Best regards,

Jan.

Hello,

The EA888 engine is essentially the successor to the 827 engine, although with an intermediate step: the EA113 (which is the 827 without the auxiliary shaft).
The 888 2.0L engine shares the basic dimensions with the 827 standard block. It has an 88mm cylinder spacing and a 82.5mm bore. However, it is a completely new design, and no part is the same except perhaps the oil pressure switch .
There are now several generations of the 888, some of which differ significantly from each other.
The EA211 is part of the lineage of small 4-cylinder engines. However, the same technical considerations apply as mentioned above.

Best regards,
Albrecht

Hello,

While looking at the intermediate shaft of the 827 (the one that drives the oil pump and vacuum pump), I was struck by the thought that it might be a remnant of a lower camshaft, possibly from an earlier engine from which the 827 block was derived.

The design is also perfectly suited for a lower camshaft configuration, as found on various older Nissan, Mitsubishi, Perkins, etc. passenger cars and small industrial engines.
How accurate is my assumption?

Basically, I agree with you, but... the predecessor of the 827 had an air-cooled boxer engine .
... Unless the 827 engine was derived from the Audi mid-pressure engine. That was an OHV engine. Unfortunately, I'm not familiar with it.


EDIT:
There's nothing about it to be found online, and the AUDI F103 WIKI page only states that the mid-pressure engine was replaced by the "newly designed" 827.

Bertil wrote:

Ages ago, I once promised something like that...

Hello Bertil,

It's truly a well-written article. I have just two points to add.
I've also wondered why VW is sticking with this undersized engine for so long. A key reason seems to be the manufacturing technology. There are two dimensions in the engine production line that should never be changed, otherwise it will become very expensive.

a) The block height (which VW changed once, as you mentioned).
b) The distances between the centerlines of the cylinder bores in the engine block (which, to my knowledge, VW has not changed) result in the strut widths you mentioned, which are only 3 mm.

I suspect that b) will also lead to changes in all cross-engine chassis for the 827 derivatives, because any width gained by the engine will have to be compensated for somewhere else.

For the first 1.5-liter diesel engine, there was still the VW self-study program 014 (as of 1976). (Edited by the administrator)

It might also be worth mentioning that the early engines did not have any specified replacement intervals for the timing belt, and the minimum interval was probably achieved with the first direct-injection engines (60,000 km in the Golf).