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

Hello everyone,

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

Quote:

Doch damit sollte der 827 noch nicht am Ende sein. Mit der Einführung der Passat Baureihe 35 erhielt der 827 erneut eine größere Bohrung von 83mm! Der Hubraum wuchs damit auf 2,0 Liter an. Dieser Motor stellte zunächst das maximal Machbare dar. Die Laufbuchsen der Zylinder hatten bei diesem Motor einen Abstand von gerade mal 3mm!

The 827 and its successors have a cylinder bore spacing of 88mm. The 2.0L variants have a bore of 82.5mm and a stroke of 92.8mm, resulting in a displacement 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" from the 1.9L diesel engine was used for the 2.0L gasoline engine, which allowed for a longer connecting rod to be installed.

Best regards,
Albrecht

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

He has longer connecting rods.

The equivalent engine from Audi, the 6A, has identical bore and stroke, but uses shorter connecting rods like those found in the 1.8L engine, with a 20mm piston pin.
By the way, it also has the same timing belts as the 1.8L engine .

The same product 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 there...

Thank you for the correction!

Best regards,

Hello everyone,

Meanwhile, a significant amount of time has passed, and new things have emerged. You often read about the EA 888 and EA 211 engines, and that the new MQB platform also introduces completely new engine types. I can imagine that these are somehow related to the 827 or simply further variations. Does anyone have some updated information they could 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: 88mm cylinder spacing and 82.5 mm bore. However, it is a completely new design; no part is the same except perhaps the oil pressure switch .
There are now several generations of the 888 available, and they differ significantly from each other in some respects.
The EA211 is part of the lineage of small 4-cylinder engines. However, technically, the same applies 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 had the thought that it might be a remnant of a lower-mounted 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, and other passenger car 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 an Audi mid-pressure engine. That would have been an overhead valve (OHV) engine. Unfortunately, I'm not familiar with that particular engine.


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

Bertil wrote:

Vor ewigen Zeiten mal hab ich das mal versprochen .....

Hello Bertil,

It's truly a well-written article. I have just two points to add.
I've also wondered why VW has stuck 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 becomes very expensive.

a) The block height (which Volkswagen changed once, as you mentioned).
b) The distances between the centerlines of the cylinder block bores (which, to my knowledge, Volkswagen has not changed) result in the web thicknesses 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 must be compensated for somewhere else.

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

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