Eric's 1982 Scirocco
Last updated 2007-09-18 11:18 PDT

General Info
Big pix by Eric Fahlgren.
Respray photos by Keith Fahlgren.

I bought this fine automobile from a fellow employee at MDI (Andy Elliott) before he moved back to Arizona in the fall of 1996. It had about 83k miles on the odometer when I acquired it, and I just turned over 110k miles in March of 1999. Andy bought the car new when he lived in Arizona, and lived with it there for about 8 years, before moving here to Ann Arbor. He drove the car very little in Michigan, so the body was in excellent shape, with only superficial corrosion in a few places. The interior, on the other hand, took a beating from the Arizona heat (see Body and Coachwork, below).

Here is what I know from the VIN: WVW CA 0537 CK 03xxxx

W = Made in Europe
VW = Car builder
C = 2 door deluxe (woo hoo)
A = Lowest HP gas engine (yay)
0 = Passive seat belts
53 = Scirocco
7 = ?
C = 1982
K = Osnabrück assembly plant
03xxxx = production number (for all Sciroccos? or maybe for A1s at the Osnabrück plant?)

Engine and Drivetrain

Original equipment in this car is the Volkswagen EN 1715 cc motor with an FN transmission. This means that the car is the slowest production vehicle that VW produced since, well, I can't remember that far back. With 74 HP coming from the motor, and the FN having the widest-ratio and tallest final drive of all VW water-cooled transmissions, you can just guess how fast this thing is. I would optimistically guess at 0-60 times of 12-14 seconds, in other words, woof (make that WOOF or even WOOF); its quarter mile times approach infinity.

(2000-04-24 - I was right. I used the G-Tech and recorded a 11.98 quarter, oops ha ha ha, 0-60 mph run. This was the only run on which the clutch cooperated what with the leaking rear main seal and all. Most of the other runs were in the 15-second range and required lots of throttle control to keep the clutch slippage under control.)

If you care, the transmission number is FN 04022. See the table below for the ratios.

Other than replacing a bunch of vacuum lines and some ignition parts, I have done nothing to the pathetic "power plant" (well, change the oil and torture it with full throttle at all possible opportunities).

1999-08-03 - I pulled the "vacuum retard" hose off the distributor and plugged it. This has a very noticeable effect on the low-end torque, increasing it quite significantly at low revs! Why the hell did they put a retard mechanism on an engine with only 8.2:1 compression ratio? We'll never know.

Body and Coachwork

The original paint was emerald green, and it held up pretty well considering that I park it outside all the time. The original interior was saddle with plaid seating surfaces.

Peter, Keith and I repainted the car in September 1997. We used PPG primer and paint, with two primer coats, three color coats and two clear coats. The original body work has two big rubber strips on the roof that fill seams between the pillar panel and the center roof panel. These grooves were filled and painted over, giving the roof a much nicer profile with no breaks. (After a summer of hot sun, the thermal flexing of the polyester body filler in the grooves has started to fracture the paint. I need to redo the roof, using metal filler in the grooves.)

As mentioned above, the interior took a beating from the hot Arizona sun. Most affected was the top of the dash, which has cracks some of which are a centimeter across and 10-20 cm long. Andy had put a carpet-like dash mat over the dash, but I am replacing the whole interior with black parts from a 16v Scirocco from a parts car which Peter found. If you know of someone who has nice racing seats that would fit in the front, give me a holler.

Update 1999-07-11. Peter picked up an '87 5ktq Avant and is ditching his Jetta. He gave me the leather interior in trade for some Audi parts, so I now have the rest of the 16v black leather interior for the Scirocco, which he had installed in the Jetta. I installed the seats today, and it really looks sharp. I have yet to do the dash, front carpet and door panels (the door panels will be a bitch, since they have different shaped holes for the electric mirror and window controls).

Suspension and Undercarriage

The tires and suspension were completely shot soon after I bought the car. I have replaced virtually the whole underside of the car and added a few things. Here are the new parts:

When I installed the struts, I aligned the front with -0.5 degree of camber and 0 toe, which gives me a good fast turn-in, but is still stable enough at top speed (87 mph downhill/tailwind with the current doggy motor). Since I can't "power out" of a corner yet, I really don't know how these settings will work once I have a motor. The tire wear is very good, even with the hard turns and moderately big camber.

At the same time Peter got the new interior parts for me, he bought the rear axle and brake booster from the 16v. His plan was to put the rear disks on his Jetta, but decided not to and I bought the whole setup from him. I have disassembled and cleaned the rear axle and its parts. I want to get bigger front brakes also, and install the whole thing at once to avoid weird brake balance.

The Future

I have the torn-down PF engine from Kevin's 1988 Golf GL sitting in my garage (this is essentially the same engine as the GTI used that year, the RR, which with the same specifications and ratings used CIS instead of the PF's Motronic). Right next to it in the parts pile is an AGB transmission from a 16v Scirocco. Kevin had bought this when we thought the trans in the Blue Bomb was going south, but then ended up selling it to me when we found out that the trans was ok (the geniuses at EuroTech in AA had left out the two big front subframe bolts, so the driver's side axle was rubbing on the subframe damper weight; "No, we didn't do that!").

Engine Specifications

Year Code Disp
cc
CR HP
SAE(net)
Torque
SAE(net)
Fuel
System
Ignition
Type
Catalytic
Converter
1982 EN 1715 8.2 74@5000 90@3200 K-Jetronic+OXS Hall, Mech adv Yes
1988 PF 1780 10.0 105@5400 114@3800Digifant II Knock, Elec adv Yes
New PF 1803 10.7 285@8800 202@7200K-Jet Knock, Elec adv Yes
(See also Scirocco Engines of Historical Interest.)

Transmission Specifications

Production
Years
Production
Codes
1st2nd3rd4th5thFinalEffective
Top Gear
1/81-7/83 FN,FH,FJ 3.45 1.94 1.29 0.91 0.71 3.89 2.77
1/84-?? AGB,2Y 3.45 2.12 1.44 1.13 0.91 3.67 3.34

New Motor Progress Reports

2000-05-26 - The PF motor is coming together, I'll probably use these parts: a Crane 270d cam with 0.460" lift, Crane valve springs, Mahle 10:1 pistons (81.5 mm), head milled to 10.7:1 CR, ARP fasteners for rods and head, and cheapo headers.

Head porting consisted of blending the valve seat inserts to create a nozzle of 0.88 valve diameter for the intake and 0.85 for the exhaust, and finished with a 3-angle valve job (70d on the bottom). The ports have been matched to stock-sized gaskets, and the runners are smoothed front to back with no significant increase in size.

I used Techline Coatings CBC and DFL-1 to coat the pistons on the top and skirts, respectively, and used DFL-1 on the intermediate shaft bearing surfaces. I sandblasted the pistons then cleaned them with lacquer thinner before using an airbrush to spray on the coatings. Once the coatings were cured, I burnished them with 0000 steel wool. The piston tops really shine now and I miked the pistons, which have not changed in dimension due to the coating.

The rods and pistons have been balanced/weight matched to within 1 gram, using my electronic scale and a homemade rod balancing jig. I'm trying to find a good machine shop with a Hines machine to do the crank and flywheel balancing.

Galen Takes Over

I'm making Galen learn the ways of the wrench, allowing him to work on the Rocco, although he claims he'll never drive it ("it's too small, I can't carry four people comfortably..."). Below you see him performing a delicate CISectomy on 2003-06-21.

I've got a TCIh ignition system (except for the connector on the box end) for ignition. Injection will be handled by the MegaSquirt that was originally installed in Max (Max has a 2.2 board with a daughter board for IAC and boost control, among other things). The motor core itself is the original Tabby motor, brought back to 10:1 and with an A2 intake system off Kev's old blue Golf, and headers on the exhaust. All the parts are ready, just need to get the hoist and pop them in.

Just last night I got the TPS half-attached to the TB, that being the only difficult sensor on the whole install. The MAT sensor will be a GM part and go into the rubber boot before the TB, the CTS will probably be one of the original ones from the Tabby with a custom thermistor table inside MS. MAP will provided by the standard Motorola sensor and that about covers it.


Galen removes the fuel lines from the warmup pressure regulator on the front of the block.
 
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