Jason Moyle Racing

I guess it's down to what you like. I have 8v and 16v and they both reward me in different ways matey. There is just something about an 8v that breaths at the top end tho..

Just being provocative....

Of course a lot of factors come into it.

Don't get sucked in to the 'you need a 16v head to win' myth! There is no doubt that a 16 v engine will out perform an 8v engine, like for like, but there are 8 more of everything required so there is a cost to consider as well. The difference is not as great as everyone would have you belive, trust me I know  just doesn't sound very trick.

This is how I see it (although I'm sure everyone won't see it the same). Based on cost/work involved etc. Obviously it depends on what you start with 8v or 16v. If you want up to 160bhp either use a std 16v with some sort of induction/ECU mods etc or tune an 8v cams/head/pistons/induction. Probably cheaper if you start with a 16v but not if you have to source a 16v.

If you want between 160bhp to 200bhp probably 16v only, cams/porting/induction. There is a big jump from 160bhp to 200bhp in an 8v but it doesn't need to cost much more than 160bhp if you miss the intermediate stage out. So over 180bhp up to around 220bhp 8v is probably more cost effective as you have 8 of everything as opposed to 16 of everything, over that your back in to 16v territory.

200+bhp 8v Golf is a seriously quick motorcar and with a good chassis and a tidy driver is good enough to beat most 16v cars you are likely to come across in the class on a good day. The cam/pistons/induction etc to achieve 160bhp as opposed to 200bhp in an 8v cost the same, you just need to spec the right one for your needs! You need more head works/valves/valvetrain work etc for higher power engines just because the parameters are greater and the stresses bigger.

In summary plan and understand what you want to achieve before you start and buy everything once as opposed to buying something and 6 months later buying a bigger/lumpier/wider one! As I said 8v doesn't sound trick and ultimately a 16v will go quicker but don't believe everything you hear about 8v's 

Yeah, I will be owning both 8v and 16v soon, I cant give up on the 8v, it's addictive and rewarding

The engine that'll be going in my next project Mk1 is a 2ltr with forged Wiseco pistons, custom machined by JMR, forged rods, lightened, knifedged and balanced Hotgolf crank.  Block has been decked as well to get correct piston protrusion. On top will be sitting a JMR X-flow head, based on a US spec OBD1 2ltr head, fitted with Supertech 40mm inlets and 33mm exhaust valves, matching uprated dual spring set, titanium caps and solid follower conversion.  Cam is yet to be decided....I have a Kent GS6 (well actually it is sitting down at Jason's along with everything else...lol) but Jason and I are thinking we may go for a custom JMR profile cam instead 

Induction will be via Jenvey 45 ITBs on a custom JMR inlet manifold, haven't decided what we are doing for an exhaust manifold yet....maybe recruiting a heavily modified Ashley jobbie....if I can prize it out of Tony B's hands lol.  Management is via a Emerald K3 ecu with custom built loom.

If we don't hit 200bhp out of that setup then next step will be changing the head for the other one Jason will be doing for me....another of the same but this time full race with 42mm inlets and 35mm exhausts