Golf Mk 3 A59 Prototyp | Technik & Historie | Schmidtmotorsport


Hello, we are here at the dealership Konrad Schmidt which is the sister company of sms engineering and today we will discuss the project a59 a little further. The project was designed and built in 1991/92 in our garage and today we will give you some more informations about the project. First of all we have to connect it to the battery. Yeah, well here you can see 2 special things: First the fire extingusiher which was produced especially for the engine compartment, just in case if there will be a broken fuel line. In this situationwe have to act immediately because this car is a prototype and such a unique vehicle and therefore we have to make sure that it won’t be damaged.Secondly, here in the trunk we can see a water tank. The function of this water tank is to spreading water to the air intercooler.To receive a better efficiency of the intercooler, the intercooler is spreaded with water when a special intake air temperature is reached. Now we’re starting our dialogue and we want to have a general look at the technology of the car First of all, some backgroundinformation: why is the car called A59? When we (Schmidt Motor Sport) received the order from Volkswagen, each major project in our garage received a project name consisting of a letter and a number to distinguish between the different projects. And when we have been asked to construct this car, the next name in line was A59. The heart of the A59 is a completely new developed four-cylinder 2.0L turbo engine combined with a so-called ‘Schaltsaugrohr’. The name ‘Schaltsaugrohr’means that in the position of the throttle valve there is a long way for the fresh air and a short wayas well.Back here you can seethe turbocharger, a KKK turbocharger with a bypass Ventiel with a charging pressure which can goup to 2.5 bar. We develloped a new 2L 16v motor for the vehicle and a completely newpowertrain as well. This powertrainholds not a traditionalclassic synchro but a six-speed transmission with a central differential and a barrier each at the front and the rear axle.Aboutthe body I can tell you that we extended the travel swept volume to be able to integrate longer shock absorbers. You can see this here on the hood as well, here we can see some slots, which are reflected so that we accommodate the larger space as well in the interior. The car has some special recaro bucket seats and togehter with the company Bosch we developed an electonical display. On the display the driver can see several informations. The display is placed on the dashborad. In the background there runs a program that compares several values and in the program you can adjust the desired value and the actual value. If there is a value that varies from the desired and the actual value the divergent value will be portrayed on the display immediately.At the Nürnburgring Walter Röhrl was driving this vehicle as well and he classifiedthe driving dynamics of the car to be extremely agile and fit for competition. For a mass production the performance of the vehicle would be about 275ps and for the competitions it would be correspondingly more. The car was produced at a time when competitions were allowed only for vehicles with a performance of 300 ps, so we needed a restricion for the turbocharger. About the motor: Here we have an oil reservoir, an oil pan because it wasn’t allowed to use dry sump lubrication for the rallyesport back then. So we had to ensurean oil supply via the ordinary circulation lubrication. Another fact about the motor: here we have adouble-catalyst and a double-flow exhaust system which both end in a sound absorber. Here we can see something interesting as well:this shovel sinks in front of the charge air cooler, takes air from the charge air cooler away and blows it directly to the bypass valve. So through this channel it can blow directly to the valve which is thereby cooled and it ensuresa better function. The engine has been designed to be able to take high boost pressure which is in turn important for the Restrictor.The high boost pressure then ensures that I can produce high torque at low engine speeds. With the high boost pressure we will have a very different power delivery. And the motor is also designed with cylinder head bolts and with main bearing bolts, which are so-called ‘tie rods’, which means that here we have some continous screws that one can pressurize to receive a very high strength at this part ot the vehicle as well. And thereby we willbe able to make sure that the head gasket won’t be damaged when there is high pressure.

22 thoughts on “Golf Mk 3 A59 Prototyp | Technik & Historie | Schmidtmotorsport

  1. Bitte mehr vom A59 zeigen, das wäre super nett! Ich versuche schon seit Jahren mehr über das Auto zu erfahren, in der Golf Szene wird das Auto richtig gefeiert! Einfach Super was ihr da auf die Beine gestellt habt! Großer Respekt! ✌ Das Auto ist ein Traum!

  2. Gerade endeckt und find das als BMWler sogar geil ^^ endlich mal n VW der ernst macht 😛
    Schraub selbst gern und viel an meinen BMW´s… kann man mal wegen technischen fragen, wegen 90er Autos Leistungssteigerungen aller Art, bei euch nach rat fragen?
    Komm aus Nürnberg 😛

  3. Herrlich! Vorallem der Motor😍 endlich mal ein Ordentlicher 2L Motor in einem vag Fahrzeug!86mm hub und 86 mm Bohrung! Schade das man so einen Motor nicht käuflich erwerben kann. Der geht sicher um Welten besser als die 2L Trecker Motoren die VW leider bis heute verbaut!

  4. Borung x Hub von diesem Motor sind wie ich damals in eine AMS Zeitung gelesen hab wenn ich mich nicht irre 86 x 86 mm (gleich wie beim damaligen Opel 2 Liter), klar das dies ein völlig neu entwickelter Motor war, weil bei maximal Zylinderabstände von nur 88 mm bei VW Motoren (damals wie heute) wäre 86 mm Borung unmöglich gewesen.

    Borung bei die heutigen 2 Liter von VW ist die gleiche wie die serien 2 Liter von VW Anfang der 90'er, nämlich nur 82,5 mm

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