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#60
by
jimfoo
on 29 Dec, 2007 09:04
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I couldn't find much cam info, but what I did find is below. I don't have the stuff needed to measure anything other than lift on the AAZ cam.
AAZ cam
8.34 I cam lift
8.72 E cam lift
From the internet:
Stock TDI cam
Intake Valve Open (1 mm lift)16º ATDC
Intake Valve Close (1 mm lift)25º ABDC
Exhaust Valve Open (1 mm lift)28º BBDC
Exhaust Valve Close (1 mm lift)19º BTDC
performance TDI cam(Not Passenger Performance, just off some foreign site)
9.4 I cam lift
8.6 E cam lift
260°/252° duration
110°/110° lobe center angles
20°/60°-56°/16° valve timing
0.6/0.4 valve lift @ TDC
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#61
by
zaprzal
on 30 Dec, 2007 01:45
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I don't have the stuff needed to measure anything other than lift on the AAZ cam.
check also 1.6 IDI cam, maybe it's better?
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#62
by
Ziptar
on 30 Dec, 2007 04:37
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Wow. This is getting interesting. It's exciting stuff.
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#63
by
jimfoo
on 30 Dec, 2007 07:53
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I don't have the stuff needed to measure anything other than lift on the AAZ cam.
check also 1.6 IDI cam, maybe it's better?
Doing some searching, I found this:
935 racer said: "Yeah the lobe separation is different on all the cams, just stick with the 1.6td cam or go with a performance grind. 1.9td cam is not so hot." So it sounds like he knows all the cam specs. I am however going with the AAZ cam in my build as I have it and as I actually don't want too much HP. My tranny can only handle so much, and after I upgraded my axles, it is the next weak point.
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#64
by
jimfoo
on 02 Jan, 2008 21:06
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If you are needing an AAZ cam, I will trade you as I have another one. That way I could see the difference, if any, on my conversion.
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#65
by
jimfoo
on 04 Jan, 2008 12:41
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I finally got around to taking the turbo apart today. While the compressor had been rubbing a little, it isn't as bad as I feared, so I may try to reuse it. The turbine wheel however has taken a beating, probably from piston parts going through it, the vanes are also bent, so I will have to find a way to fix it. I still have a good VNT-15 compressor and scroll and a good GT2552V compressor and scroll, but no good exhaust sides. I do have an extra set of vanes for the VNT-15, so that will be the easiest part of the exhaust to fix.
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#66
by
subsonic
on 04 Jan, 2008 13:09
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The turbine wheel however has taken a beating, probably from piston parts going through it,
:shock: Dang!!!
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#67
by
DonGTI
on 04 Jan, 2008 13:54
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I'm speachless... here in Malta we've been trying to convert VW IDI' to TDI's ever since the latter popped up but as yet we've never seen a successfull conversion due to a problem with the fuel pump... no one's been able to get good fuelling at high rpm's leading to poor power above 3000 rpm. Somehow we haven't had this problem with other brands such as Rover and Ford.
As soon as pd engines popped up in the late 90's everyone just lost interest and went ahead and fitted skoda PD engines (seen a good mk2 conversion being done recently). I'm keeping my eyes on this thread because from what i've hread i have a lot of the parts mentioned... maybe keep it as a project for summer hollidays...
Congrats for the amazing work you're doing Jimfoo
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#68
by
jimfoo
on 04 Jan, 2008 14:09
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Vane pics to come later after it gets the gooey crap cleaned off.
There is slight damage to the leading edges. Also near the edges of the vanes, and not very well in focus, you can see where they are slightly wider, which is where they were rubbing slightly.
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#69
by
jimfoo
on 05 Jan, 2008 11:54
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More turbo pics.
What the vanes should look like, straight and smooth.
What the vanes looked like, bent and pitted, maybe melted a bit. I'm not positive as I'm sure piston pieces hit them, but I would think the steel would need to be soft for hot aluminum to do this to them. After my engine was dieing, my EGT's were easily getting to 1500F with just moderate throttle so I would bet more on heat being the cause. I would say keep your VNT below 1350 to be on the safe side.
An overhead of the bad and good.
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#70
by
subsonic
on 05 Jan, 2008 14:02
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I think you should claim a manufactorers defect
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#71
by
jimfoo
on 09 Jan, 2008 13:46
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Today I brought the crank timing gear down so the crank can be ground. I also brought the head down as they had forgotten to put a smoother surface on it. It should probably be done by Friday or Monday. The pistons I picked up and brought to get ceramic coated. They won't be done until late next week or the week after as his ceramic was getting a little thick so he wanted to order some new stuff. So nothing new as far as pictures go.
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#72
by
jimfoo
on 19 Jan, 2008 15:56
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Yesterday I got my new-used vnt-17, a GT1749VA I guess. It turns out it is exactly the same as my VNT-15 other than flange differences since it is from a european car. My 17 is a .43 AR while the "new" one is a .48, so I swapped the turbine/shaft, bearings into my old center section. I was then going to use the vanes from the "new turbo", but found minor differences that made it impossible, like the bolts that hold the vanes down aren't equally spaced like on my turbo, and the pin that mates with the exhaust scroll was different. Luckily I had the vanes from my first VNT-15 I cannibalized, and they fit. So I now have a turbo again. I bought some ALH injection lines and have them on the way too, so the only major thing I need is the money to send my IP and injectors to Giles. The pistons should be done this next week, block should be done now. Then I will just need a few seals and a head gasket as soon as I can measure piston protrusion. It's slowly moving along.
:twisted:
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#73
by
jimfoo
on 29 Jan, 2008 09:07
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I got my pistons back from getting ceramic coated. YAY!!! I also got the block and head back. They weren't done with the crank mod for the TDI pulley however, BOOO!!! It is supposed to be done today however. Then the important question can be answered once and for all, are the pistons too tall. I am pretty much positive the answer is no, or I wouldn't have gone to this much trouble.
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#74
by
jtanguay
on 29 Jan, 2008 11:03
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so you're actually trying that groove thing? can't wait to see results!!