I plan on racing(lapping) with a 1.9 TD engine
I was wondering if ceramic coating the piston is a must or not.
I plan on running 14PSI boost at least
thank you
You might want to look into coating the prechambers before doing the piston tops:
http://vwdiesel.net/phpBB/viewtopic.php?t=2329If you're only going to run 14 PSI boost with proper fueling (I assume you don't want to be too smoky on a track with other cars) then coating the pistons may be a waste.
Only 14 PSI?!
I run 35 PSI on my stock 1.6L TD block. If you're lapping then have you considered swapping out the puny K03 or K14 in favour for a T3 or K24 off a 1.6TD? Less back pressure, flows better in the mid-top range. Are you going to add an intercooler as well?
If you're keeping the small stock turbo (i.e. K03 or K14), approx. 18 PSI should be fine. A local 1.9TD runs that with a stock MK3 TDI intercooler, he can't get EGT above 600 degrees F (post-turbo). Moves pretty good (for a 1.9TD).
I plan on running 14PSI boost at least
Go a lot higher than that man :twisted:
thats nothin'
I run 35 PSI on my stock 1.6L TD block.35 !!!?
That's with a slightly larger turbo and a flowed TD head too, so my 35 PSI may be like 40 PSI pushed into a stock TD.. that may not be accurate but you get the idea.
The highest was 37 PSI, fueling limited. I may be able to hit at least 40 PSI but this is my only daily driver (for now) so I'd have to be careful..
With a K24 I would boost a minimum of 23-24 PSI with EGT in check.
We had dvst8rs ride running at 35 psi on a k24 with no intercooler for at least 3 months of heavy abuse and driving, only thing head related was the 1.9 HG I threw in, besides thatr thea head and block were totally stock with unknown milage, but it seemed liek quite a bit. Its one of those thinsg that everyone says is real bad but no had tried it, and it was a peice of *** so we tried it and there were no issues, taht siad make sure everything is in check before you crank your boost that high, the bottom end and head and HG will hold taht much boost even with stock stretch bolts, what you need to watch is you egts.
...what you need to watch is you egts.
I knew I was forgeting something
Yes that car and motor saw tons of abuse, and the motor its self never let me down, numerous 020 trannies and a few other weird things like IP brackets ect... but even with the abuse of running first a garret unintercooled at 35-40psi (had a bad manual boost controler that under load would typicly fail and cauz the waste gate to remain shut, it eventually blew that turbo, but not the motor) then I swaped to a kkk24 that I started gentle with 25psi or so and got bored of that quickley and spiked it to 35psi, yes i know this is well outside its efficiancy range and yes it could damage the turbo, but in the end the fact was i didn't care there was always another turbo, and motor. That motor also saw frequent trips to 1800+ degree's F when it was unintercooled, and running lower boost, or high boost at extreeme speeds up big hills. So in short with stock componets these are increadibly robust little motors, that with a little care will go along way. :wink:
That motor also saw frequent trips to 1800+ degree's F when it was unintercooled, and running lower boost, or high boost at extreeme speeds up big hills. So in short with stock componets these are increadibly robust little motors, that with a little care will go along way. :wink:
A friend just melted two glowplugs, a prechamber insert and piston top in his TD vanagon in less than 200 miles. It was intercooled running 18 psi or so and EGTs were never above 900°F. I'm at a bit of a loss. Bad injector or overly advanced timing? Kinda confuses me that you got away with twice as much heat and twice as much boost dependably.
Andrew
LOL, when riding in DVST8R's car I wonder what's up every time he touches and briefly exceeds 1,800 degrees F (pre turbo). He acts like it's nothing... his TD lasts an unbelievably long time :lol:
My two 1.6TDs that died has seen well over 1,800 F sustained.. I suspect one of them did touch or exceed 2,000. As soon as the first 1.6TD died, the other 1.6 was returned to stock with low EGT but it died anyway a month later.. I don't do that anymore :lol:
The Vanagon TD's death by 900°F is very odd. Were his injectors checked (pop tested) after the engine failure?
Just to add to the confusion, I bought the car used and didnt realize at the time that the odometer didnt work, I suspect that the owner had tried to roll it back and broke it. it was at approx. 150,000km, when we pulled the head eventually after runing 35psi for many months as well as many other mods, it has been a continuall guinea pig of sorts, we discovered that it looked like it probably had closer to 300,000km, based on many rebuilds of motors of that age. How I never blew a HG b4 the 1.9 one I have no idea but it held just fine through several transmissions and much abuse.
I have seen overly adavced timing with nitrous cause blown motors quickly with out high egt's, the results look very similar to extreeme egt's causing failure. With that being said I know that GM had a recall on LB7 duramax's due to leaking injector's that was causing melted pistons amd blown motor's. Mabey somthing similar caused those deaths. :?:
Check your EGT, my buddy had a VDO EGT in his car and it never went over 900 either... when the temps were clearly higher than that, it could be belching huge plumes of smoke but it never ever went over 900-1000. I know jake was saying his VDO one is good but all the VDO gauges I have seen used are crap and innacurate.
