1.6 Oil squirters

[mfritch]

I have a 1.6 NA from a 1990 Jetta.  I also picked up a turbo for the motor and the manifolding.  I know that the turbo'd engines had the oil squirters and so did the 16v gas engines.   Somewhere I thought I saw that all diesel and gas engines after a certain date had the squirters.  Is this accurate?  Also, is it possible to install the oil squirters from a turbo'd engine into mine?  How critical are the squirters in cooling.  I'm planning on putting a turbo and intercooler on my 1.6 when I put it and the Toyota 5-speed into my 1966 Volvo wagon.  I won't be pushing the car to the limit so it may not be a concern.  Thanks for the help.  I'm open to being educated on these finer details!

[monomer]

you will need turbo pistons. N/A pistons do not have the clearance machined in.

[mfritch]

I was looking at the pistons and I see that the turbo pistons have the skirts notched for the oil squirters.  The compression ratio for both engines is 23:1.  What machined clearances are you thinking about?

[monomer]

The skirt clearance is what I what talking about.

[mfritch]

Skirt clearance? How so?  Are they run tighter or looser on the skirts?  Care to expand a bit?

[vanagonturbo]

he is talking about the notch in the skirts.

[mfritch]

That's kind of what I was thinking.  I know that the notched skirts may be an advantage, but there are a lot of engines that don't have that.  The intercooler should help some and I was expecting that I would put an oil cooler up front as well.  Since I plan to run a pyrometer anyway, that will tell me a lot about how hard I'm pushing the motor.  The motors are designed to be idiot proof in the first place and I should be able to keep an eye on what I'm doing with my right foot.  This motor is going to be used more for a mileage motor than it is for a rallye car.  If I want to run a VW diesel in an old Volvo and make it a tire smoker, I'll just start with a clean 122 2-door and put a PD150 and a Camaro 6-speed in it.  Hmmmm....that sounds fun!

[jtanguay]

you don't need the piston oil coolers if you're running stock boost levels.  it was just an added precaution by VW to ensure that the motor, under any circumstance (everything stock) would not break.  turbocharging passenger vehicles back then was sort of new ground.  and they broke it real well  :lol: so well in fact, that their engines withstand 20 psi, double of what they were designed for.  

so put a turbo on, run 10 psi, VERY mild fuel increase, and enjoy.  pyrometer isn't quite necessary, but highly recommended!  black smoke is a good indicator that your EGT's are too high.

if you want to start running more aggressively, you will need the pyrometer to know whats going on in the engine.  i think N/A exhaust temps should be taken no more than 1200-1300F or so, and TD's can go as high as 1600F for brief periods.

it might be addicting though... once you taste the turbo, you will start wanting more... more fuel... boost... then you need to upgrade to a true turbo for some real fun  :twisted: and maybe a TDI after that  :lol:

btw, a more cheaper option than going piston oil squirters would be getting the pistons ceramic coated.  it will help reflect heat away from them and into the turbo... where you want it  :wink:

[mfritch]

Where do you find a company that does the ceramic coating?  I would imagine that a ceramic coating would also make the pistons a whole slicker in the hole.

What would a VNT turbo do for me?  Would it help me gain low RPM boost sooner and then open up to continue getting good boost at higher RPM? I'm a bit concerned that I have a relatively high volume intercooler from an Isuzu truck.  It is a beauty, but quite large.  I could cut it down if I found it to be to big.  I don't think that turbo boost will be a big problem. Any hp gains made will offset the lag and I would still have the added power for higher RPM cruising.  

Also, too much greed for speed here and I'll go with the idea of another 122 and see what I can do with a really hot PD setup.  For now, I'll be really happy to create a really clean 1966 Volvo diesel had they been so inclined.  I'm going to spend quite a bit of time on the car next weekend.  I have a thread on VW TDI that is detailing the installation.  You can find it at  http://forums.tdiclub.com/showthread.php?p=2356512#post2356512

[jtanguay]

theres a few users on here that might chime in with some companies that they have experience with.. it's a really good idea to ceramic coat, and usually the dry film lube on the skirts isn't much extra at that point.

for VNT turbo's, this is the thread that you need

[mfritch]

OK folks, any thoughts on the performance of a VNT turbo on a 1.6 diesel?  I'll see if I can get a photo of the intercooler posted here so you have an idea of its size.  Do you think a VNT will provide enough benefit to make it worth the while of converting fromthe standard turbo?  If so, what size would be appropriate?  The only modification to the motor would only be a mild upgrade to the pump and injectors.  When I put the engine in I am planning on reversing the exhaust manifold where it would put the turbo up and to the front of the motor since it looks like the ports are symetrical to the centerline of the mounting studs.  I will also make a custom intake for it to increase the flow and to clear the turbo.  This location also minimizes the length of the plumbing to and from the intercooler which should help minimize the lag.

[zukgod1]

Seems the VNT is an awesome option for the 1.6 if you can get the controls done.

I personally want to run a VNT20 or 25 but it seems the VNT 15 is the most popular. It's comparable to the K14 in size but has the ability to have instant boost.