I-5 Heads

[Ameer Antar]

So Ken Keith has shown me this post from you about a cylinder head mixup.
I'm looking at getting a cylinder head w/ 034 103 373 cast into it...the
same as what you found on your JS engine from a Passat??? and also is the
same on the MB ur-quattro. I can't find these part numbers anywhere, in the
family album or in the online Russian version (http://catalog.exist.ru/).
Maybe there are other euro parts I'm not seeing...

So my question is can I use this head on a KH engine (2.1L 8.3:1 comp) from
a '84 5kT? I will assume I must change the exhaust valves b/c of the turbo
heat. But I'm concerned about holes lining up and any change to compression
ratio. Do you know if there are differences in combustion chamber volume
among turbo and non-turbo I-5 heads? Will this be safe to use? Any other
concerns about swapping heads??? Thanks in advance.

-ameer

  a.. To: quattro at coimbra.ans.net
  b.. Subject: Passat update
  c.. From: quk at isham-research.demon.co.uk (Phil Payne)
  d.. Date: Wed, 17 Jun 1998 08:55:55 GMT
  e.. Reply-To: quk at isham-research.demon.co.uk
  f.. Sender: owner-quattro at coimbra.ans.net

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Well, the Passat (which is a recovering victim of black sludge disease)
broke into a lumpy idle last night, at which point I finished my beer
and went to bed.

What started as: "I'll just whip the head off and fix that oil leak
at the back of the engine" turned into a marathon - _pounds_ of cooked
black sludge were removed from the cam cover and head.  Someone hadn't
change the oil very often ...

The injectors were a little tough to shift.  Heard of British
understatement?  The last two were shifted by bolting the head to
a large plank of wood and clamping _that_ to the workbench.  I held
everything down and my 18-year-old (swimmer) son heaved on a three-foot
pry bar.  With new seals, they pop into place with a medium push from
a large screwdriver.

Several surprises.  No nut on the top #5 exhaust stud.  Not a problem
on the bottom, though - simply no stud!  Nothing holding #5 exhaust
port to the head.  The top stud was too short - wound it out.  The
bottom one was sheared off - drilled and extracted it.  Went to Autohaus
for new studs - get them home, and they're too short.  Check length
against microfiche - studs correct, head wrong.

This is a 1986 JS engine - the head casting (034 103 373) is the same
as the MB ur-quattro!  MB studs we have in stock - and they fit!

Went out and bought a _proper_ valve spring compressor with a deep
reach so I could do the valve stem oil seals.

So all along (through my MB head troubles with the cam bearing cap)
I had a spare head sitting in the driveway and didn't know it.  One
mystery is solved - the huge threaded hole that is empty when an
exchange MB head arrives has a two-pin temperature sensor in it in
the Passat application.

Got a set of new gaskets - started reassembly but top #1 exhaust stud
snaps.  So does the stud extractor (E-Z-Out).  Off to the local
engineering shop ...

They do the job - but degrease the fully assembled head in the process.
So I strip out the cam again, to pull out the lifters and smear some
liquid gold everywhere.  I don't like the idea of a fully dry cam
rotating even a few times during startup.

Reassembly is uneventful, except I can't get the fuel system to
pressurise.  It takes _ages_ to get the thing to start, and because I've
messed around with _everything_ (injector seals, valves, plugs) it's
set up all wrong, running much too rich.  Nonetheless, it runs.

--
 Phil Payne
 Phone: 0385 302803   Fax: 01536 723021
 (The contents of this post will _NOT_ appear in the UK Newsletter.)