Santa Giles and his Bench Elves - IDI Engine - VWDiesel.net The IDI, TDI, and mTDI source.

• Santa Giles and his Bench Elves by gratefuljoe on 18 Dec, 2007 13:30
• Alrighty guys,
       I've wanted to make a post like this since I joined the board:
  
       I just got off the phone with O' Mighty One, and I'll hopefully take delivery of a 210 series NA Giles Pump just in time for Christmas.
  
       This decision was prompted by a throttle shaft seal failure.  I understand that 1 seal failure (and subsequent replacement) sets off the rest.  I've been planning on going for the Giles for sometime, so I figure this is the time to do it.
  
       I don't have a G-tech, however, there is a friendly giant (Vince) in the neighborhood, and maybe I can peak his interest.  I know how important numbers and metrics are to everyone on this board, so I'll do my best to provide those.  
  
       I'll also have certified and calibrated seat-of-the pants metrics to convey.
  
       On another note, I absolutely love the opportunity to support Giles new business.  I feel as though he's doing something truly great.  Entrepreneurs make the world go round (hopefully in an ethical manner) and great work deserves to be recognized and rewarded.
  
       I mentioned [to Giles]  that in the energy-constrained future that is rapidly befalling us, efficiency will become vastly more important.  In that Giles is able to produce gains in efficiency, his service should appeal to more than just the performance-hungry.  Spread the word, eh?
  
      In any case, I'll keep you all posted.  Oh, and I'll absolutely need help getting the old pump out and the new one in.  Feel free to chime in.
  
  Cheers,
  
  gratefuljoe
  1.6 NA Golf 4 dr - 350k
  Edmonton, AB
• #1 by Vincent Waldon on 18 Dec, 2007 14:00
• Great, one more guy to live vicariously thru... ;-)
  
  You can borrow my G-Tech any day... of course I'd expect the new pump will spin the wheels too much to get any traction, given all the black ice on the highways these days.  
  
  All that wheel-spinning doesn't sound safe...perhaps you'd better lend me the new pump until the roads clear... in July.
• #2 by gratefuljoe on 19 Dec, 2007 00:33
• but....BUT.....aw man.....FINE... :cry:
• #3 by BejamminR on 19 Dec, 2007 13:28
• Thanks for the kind words, GratefulJoe! We're glad to see your excitement, and we hope you have a very Merry Christmas with your new pump! I agree with your sentiments about efficiency, especially when combined with performance AND improved emissions profile. I used to work in solar, and have done a pile of stuff with biofuels - part of how Giles and I originally got in touch before I joined up with him; your comments about energy constraints are spot-on.
  
  Looking forward to hearing how things go once you've got the beast installed and roaring!
• #4 by gratefuljoe on 19 Dec, 2007 15:13
• Thanks for all the great work, BejamminR.  
  
  I do have plans to commission (I suck at turning wrenches) a fire breathing 200whp WVO cabrio for summer fun.  
  
  Just a question:  When someone works the IDI motor over a la Frankenmotor, what sort of mileage does it get at constant freeway speeds (say 110 km/h)?  I understand that Power like that is a function of delivery of lots of fuel an air, however, if one isn't stomping on the go pedal, how do such motors perform, efficiency wise?
• #5 by gratefuljoe on 19 Dec, 2007 15:14
• Hey Vince, when I'm done, we can race my N/A vs. your TD....and someone else on a bicycle for good measure.  
• #6 by BejamminR on 19 Dec, 2007 16:22
• Quote from: "gratefuljoe"

  Thanks for all the great work, BejamminR.  
  
  I do have plans to commission (I suck at turning wrenches) a fire breathing 200whp WVO cabrio for summer fun.  
  
  Just a question:  When someone works the IDI motor over a la Frankenmotor, what sort of mileage does it get at constant freeway speeds (say 110 km/h)?  I understand that Power like that is a function of delivery of lots of fuel an air, however, if one isn't stomping on the go pedal, how do such motors perform, efficiency wise?

  
  
  I don't honestly know, Joe. It would vary from machine to machine, as you say, the fuel efficiency (in terms of energy in for energy out) may be much the same - the fuel has just gone up.
  
  Quick explanation of what I mean - this may well be below a lot of people, and I apologize if that's the case. Just making sure that I'm not throwing confusing terms.
  
  Energy is a function of power over time. So if you exert 10HP for 1 hour that is 10HPhrs. 1HP is also ~ 745Watts, which means that 10HP for 1 hours is also 745W x 10 x 1hour = 7,450Watt-hours. That's 7.45kilowatt-hours (kWh), or around $1.19 for electricity at my local rates.
  
  If your car CAN produce 200HP at full fuelling, you may only use 40 or 50HP in normal operation. So running a 200HP car at an output of 40 or 50HP for an hour (theoretically) consumes the exact same energy as running a 40 or 50HP car at full output for an hour (50HP-hours). But in actual fact, the engine might be more efficient at a lower output level, so the 200HP car running at a small fraction of its output does better than a stock 1.6L NA with your foot to the floor all of the time.
  
  If you're frequently running the heavily-tuned engine at far less than its maximum output, you don't need to do as much energy conversion, so you use less - you just have ACCESS to the massive power reserves when you need it. As long as the full range is there, and the low end of that range is used, a massively tuned car can get better mileage than a stock one.
  
  I know that with Giles' pumps, people are generally getting significantly (5 or 10%, but it varies both up and down from that) better mileage than they were at stock levels, additional power notwithstanding. I'm looking forward to seeing how Dave's machine goes.
• #7 by Giles@PerformanceDiesel on 20 Dec, 2007 19:17
• Hey guys
  
  Ben is so right.
  
  I did a Passat Eco diesel conversion for Crazy Chris (in Poland now)
  he went from getting 1050km on a tank to over 1350!!!! per tank
  
  he drives mostly hghtway at 120 to 130 km/h
  
  on our 84 1.6L rabbit i gained almost 100 km per tank and way more
  pwr. i could drive on the hwy at 130-140 no problem. even had it up to almost 160 one time down hill.
  
  Joe pump is on the way you'll get it monday.
  
  Giles
• #8 by Pat Dolan on 25 Dec, 2007 05:19
• There are a number of things that can increase, or DECREASE efficiency of a modified diesel at part power: timing, puming efficiency of the heads, pumping efficiency of BOTH SIDES of the turbo, exhaust flow and fuel atomisation.
  
  It depends on where on each of those curves the OEM was at that particular RPM/fuel feed combination, and where the modifier puts those components after the fact.
  
  Timing is self explanatory.  It is either ideal or more or less than ideal.  IMHO, OEMs never err on the "more" side when it comes to leading initiation of first phase of combustion.   I believe one thing that Giles mentions regarding his mods is that he changes the dynamic timing.   This is a lot easier for a chip tuner than someone doing mechanical work, but I believe that is one HUGE area for improvement - especially on pre-emission engines.
  
  Efficiency of flow at the head is dependant upon the pressure differential available to make the air move, and the ability of the port/valve/manifold to move it at that velocity.  As flow velocity increases, pressure drop (and the energy needed to move the air, as well as the mass of air actually entering the cylinder) drops of exponentially with flow velocity (= RPM).  That is why at the end of the day, an NA drops off badly with revs and will smoke (thus the "traditional" habit of pump designers to defuel at the higher end of the rev band of a high-speed engine).  All of that pumping stuff takes HP, costs available air....
  
  BUT...it inversely the case for turbos running in the sweet spot of the either or both turbine maps.  This is why a turbo can cover up a lot of weakness in head design..for PART of the rev band.  Thus, mods to the whole shooting works will only deliver where the flow of each gas-moving component is ideal (thus giving more power due to the available energy moving more air - and due to less parasitic loss due to doing so more efficiently).  The bottom line is you need to get the exhaust turbine and housing right for the flow on that side (at the desired RPM/EGT) and you need to get the compressor housing and wheel right for the same reason.  Add to that the manifold and head porting - which are a total loss REGARDLESS of what method of induction is used, so need to be as efficient as possible in any case) and you can see that a modified engine may be at an very efficient, or even INefficient mode at cruising RPM.
  
  Finally the poop chute:  Constipation is good for no engine, and diesels will benefit from the same mods here as gassers.  EVERY NA should have a nice header and free flow exhaust system for efficiency and power, and every turbo should have as much downpipe and tailpipe flow as it can get to increase exhaust turbine efficiency and decrease EGT.  
  
  Fuel atomisation is the dark horse.  One of the things that makes modern diesels as clean and powerful as they have become is the drastic increase in injection pressure - which results in much better fuel atomisation.  One of the risks of higher flow injectors is running into pump pressure limits (i.e. can't be maintained dumping through the bigger holes) which can cost efficiency and emissions.
  
  These things are mostly "free" power (when it comes to displacement and fuel used - if not out-of-pocket capital cost).  But you can see, for most factors that effect power they similarly improve efficiency - but only within some limits.  Doing one will often compliment the other, but slipping over the edge of a flow map or pressure limit can give more of one at the expense of the other.
  
  Sorry for the lengthy answer, but as Giles will tell you, I am kind of hung up on getting the details right.