Graph updated with the cams n carbs AFH. Would be interesting to get a 1.6 AFH EFI mapped up properly and see what it can do then. I'd expect you to eliminate the dip that Guy's got in his torque curve at the very least, and possibly manage to hold the torque a little longer too.

I wouldn't read too much into the differences between the 1.6 AFHs at 2000rpm either - Guy's plot only started at this point, and Aldon are good in not loading cars up just off idle so it might not have gone wide-open throttle 'til 2k.

The difference in the 1.6 AFH curves above 5500rpm shows where the 'cams n carbs' engine makes the higher power by holding onto the torque for longer.

Fancy mapping mine then Andy?

Andy isn't it wrong comparing the AFH/AEA as others are corrected ?

Toby's & Jamie's AFH's with bike carbs both made over 120ftlbs

What do you mean Yaris?

Don't know if its needed but this is mine. standard 1.4 AFH with bike carbs

peak was 111lbft

updated with a scan

Mark's figures might be a bit squiffy as there's quite a lot of perspective going on in the photo of the plot.

Updated with Mark's new graph.

Anyone got a standard AFH and standard AEA/AEE plot from Aldon's dyno?

this is from my aee +cam ....

May have some figures you can plot on a memory stick, will look when I'm home :)

Hi just got chance to look, can you plot the following points onto your graph from my AEE please Andy?

2000 - 158nm

2500 - 167nm

3000 - 170nm

3500 - 166nm

4000 - 167nm

4500 - 166nm

5000 - 159nm

5500 - 152nm

6000 - 134nm

6500 - 114nm

that may smooth it out a bit, but will give a good general idea

Edited 25 January, 201313 yr by harris.racing

To add, just roughly worked out sander_beers from above, may not be dead on but will again give good indication so you can just drop the figures into excel.

2000

2500

3000

3500 - 132

4000 - 153

4500 - 165

5000 - 170

5500 - 173

6000 - 172

6500 - 165

Anymore anyone? We like info

Nick - are those figures from an Aldon graph? Trying to keep all the comparisons vaguely fair by coming from the same dyno.

I've got Harris' engine on the Aldon dyno in the 6N:

And the plot updated:

Shows that Mark's AFH on carbs vs the 6N AEE on carbs has very little in it in terms of torque 'til the 16v AFH romps home with the win at higher rpm. If these are representative cars, then it really shows that 8v = more torque isn't the case. Obviously 'butt dyno' feel is vastly influenced by gear ratios though, and those do tend to differ significantly between 8v and 16v cars. Also not really fair to compare directly between all of these modified cars, as they're not necessarily all fully optimised in the fuel/ignition departments - which could have a significant impact on the shape of the curves.

The stock AFH plot I added makes less torque than VW claim, not convinced it was a healthy car as it only made 84bhp at the wheels and most of the 6N AFHs seem to do 90bhp+ at Aldon.

My AEE was shit back then lol, it's notably better now, though i guess we will see on sat.

I think that AEA is showing a hint of what i had with the stock AEE on carbs though - that AEA is very strong right down considering the spec, i've never had the torque with the 16's i had from those two AEE engines (the first one was ridiculous). It's never gonna deliver up top though, not without levels of work that'd destroy that curve anyway.

But there's the compromise with cam timing too, even with variable valve timing, and reach too, there's always gonna be compromise. But i think the compromise with 16v's over 8v's with these engines is worth having, when you give up relatively little torque for notably more top end.

Fancy emailing me the excel file so I can play with some other graphs I have Andy?

Well times move on, and in my experience the '99-'07 16v heads are the way forward for me. Various cams are available off the shelf and the inlets/exhaust can be swapped and i can still run a dizzy. The rollers make them silky smooth, hollow steel cams are available (i use these), the inlet ports and combustion chambers are the same as the AFH but for a slight tweek to the angles which go in their favour thanks to wider angle valves.

The exhaust ports on all but the 75ps versions are even better, the twin cambelts are only a weak point if you expect them to do over 70k miles. Fitting the cam carrier is a bit of a task, get it wrong and you can lose the head, and you can't see the cams in situ so playing with the cam timing is a pig, but still, when you consider parts availability...

My graph from Aldon is okay as far as the curves went, but it ran very lean and only made 127bhp as a result, so not really valid. I haven't bothered uploading it. I swapped for lower-air emulsion tubes a few days later and it went like a rocket... But this isn't about my car, it's about these heads and these cams.

We need info. What i've found so far, in bits and images on google, is the following..

1.4 16v 75ps (AHW/AXP/AKQ/APE/AUA/BCA) Inlet code DG/CG Exhaust code AA
1.4 16v 100ps (AFK/AUB) Inlet code DH Exhaust code AG
1.6 16V 105PS (ATN/AUS/BCB) Inlet code AA Exhaust code AA

As you can see by this, AA cams seem to be the standard jobbie. And yes, VW have used the same cam for inlet and exhaust on the 1.6, as the cams in these are interchangeable (using an exhaust cam for the inlet was a bit of a tweek on the old KR 1.8 Golf GTi lump but it required modifying).

The 1.4 75ps inlet cams are probably milder. One would expect. However, i have a Lupo 1.4 75ps head with AG inlet and AA exhaust, so there's clearly more to it. One thing i have established are the two heads - 75bhp heads have notably smaller exhaust ports (but the same manifold!) than the other heads.

I need to find duration figures, and a more comprehensive list of what was fitted to what, and when. So far, all i've found is the above. Any info will be most welcome.