I am beginning to process of converting my EP3 A3 block to an A2.
My EP-A3 has been turbo'd for nearly 10 years with around 300whp. As of late, I have been burning oil and compression has fallen off. 145 across all 4 (give or take).
I have decided, since I have to open it up, I might as well upgrade it (on a budget-ish...)
Here's the plan:
A2 Pistons (+ceramic coating)
A2 Rods
A2 Crank
A2 Oil Cooler w/ Water pump/passage assembly
-prelude or s2000 cooler joint
A2 Oil Pump w/ pan, baffle, chain, etc.
Superior Automotive in Anaheim is going to do the machining work:
-balance and polish the crank
-match piston rings and bearings to the rods and assemble the short block
Questions:
What piston rings do you recommend?
-Superior recommended Total Seal, thoughts?
Will I have any head/valve clearance issues with the A2 internals?
Will compression ratio be affected with the A2 internals? Will it still be 9.8:1, or up to the A2's 11.0:1?
Even if it's ok, should I replace the head gasket? If so, should I use an A3 or A2 head gasket?
Lastly, in terms of hp, we have all seen stock A2's make more than 450-500whp. I am not looking for that much power, but wanted to fall somewhere in the 350-380whp range. The A3 common breaking point is anything over 300whp (rods snap). What is the common breaking point number for the A2?
My EP-A3 has been turbo'd for nearly 10 years with around 300whp. As of late, I have been burning oil and compression has fallen off. 145 across all 4 (give or take).
I have decided, since I have to open it up, I might as well upgrade it (on a budget-ish...)
Here's the plan:
A2 Pistons (+ceramic coating)
A2 Rods
A2 Crank
A2 Oil Cooler w/ Water pump/passage assembly
-prelude or s2000 cooler joint
A2 Oil Pump w/ pan, baffle, chain, etc.
Superior Automotive in Anaheim is going to do the machining work:
-balance and polish the crank
-match piston rings and bearings to the rods and assemble the short block
Questions:
What piston rings do you recommend?
-Superior recommended Total Seal, thoughts?
Will I have any head/valve clearance issues with the A2 internals?
Will compression ratio be affected with the A2 internals? Will it still be 9.8:1, or up to the A2's 11.0:1?
Even if it's ok, should I replace the head gasket? If so, should I use an A3 or A2 head gasket?
Lastly, in terms of hp, we have all seen stock A2's make more than 450-500whp. I am not looking for that much power, but wanted to fall somewhere in the 350-380whp range. The A3 common breaking point is anything over 300whp (rods snap). What is the common breaking point number for the A2?
My A3 to A2 block conversion