VWDiesel.net The IDI, TDI, and mTDI source.
Engine Specific Info and Questions => TDI Engine -General Info => Topic started by: bbob203 on October 12, 2013, 10:37:31 pm
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second from bottom.. http://forums.tdiclub.com/showthread.php?t=397251&page=2
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People who don't know, don't know...
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interestingly the guy is in another thread asking about why his throttle pedal has a dead spot.
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yep why i do not really post there... makes me feel they should ban me like poortex...
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I weighed in. Idiots. haha
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I love doing wiring and would really enjoy doing a full electronic install except that the finished product is so much worse. I keep wanting someone in vanagonland to pay me to do one but there's no way I would do an electronic install on a conversion I planned on keeping for myself. The thought of someone producing a standalone engine harness seems silly to me. They get all the fun of doing the electronics, you pay them money and then you end up with an eTDI? That's a bad deal in every way for the person buying the harness. I've actually seriously considered getting into doing the harnesses as a fun way to make money and stick it to all the eTDI sycophant suckers.
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It's pretty funny actually poking around on there - the general knowledge level seems to be so much less than over here in terms of actual understanding of what is going on in their engines. They all seem to think the computer is doing a whole hell of a lot more than it actually is, especially with the older engines. Like yeah, the computer actually knows what the timing is doing at any given moment, but it's really only got a very basic map that it's using for making adjustments.
One huge thing with most modern electronic engines is that they behave consistently regardless of conditions. That often means they don't live up to their full potential when conditions could allow them to get more "bang" for their buck. Perfect example is gasser turbos. On a cold morning the air density is higher - that could allow you to get more power (like on old carbureted cars - they'd always run AWESOME on a clear cold morning). Instead though to provide 'consistent' performance the car behaves just like it would if it was a muggy warm day. The intake air is a lot colder and denser, it'd be easy to get an extra 10% out of the engine but no no no, gotta make sure the car acts exactly the same as it always does.
But really that's what most people in the new car market want. It's why Starbucks / McDonalds / etc are successful - people value consistency over quality.
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It's pretty funny actually poking around on there - the general knowledge level seems to be so much less than over here in terms of actual understanding of what is going on in their engines. They all seem to think the computer is doing a whole hell of a lot more than it actually is, especially with the older engines. Like yeah, the computer actually knows what the timing is doing at any given moment, but it's really only got a very basic map that it's using for making adjustments.
One huge thing with most modern electronic engines is that they behave consistently regardless of conditions. That often means they don't live up to their full potential when conditions could allow them to get more "bang" for their buck. Perfect example is gasser turbos. On a cold morning the air density is higher - that could allow you to get more power (like on old carbureted cars - they'd always run AWESOME on a clear cold morning). Instead though to provide 'consistent' performance the car behaves just like it would if it was a muggy warm day. The intake air is a lot colder and denser, it'd be easy to get an extra 10% out of the engine but no no no, gotta make sure the car acts exactly the same as it always does.
But really that's what most people in the new car market want. It's why Starbucks / McDonalds / etc are successful - people value consistency over quality.
Dude you hit it. The modern consumer loves homogenized products..
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Tdi club is a bunch of band wagon d bags
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much like portex...
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i am now proudly banned from TDI club
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just a bunch of clowns smelling their own farts worshipping the virtues of a computer controlled ecu and vnt turbos, installing extra oil filters, and then doing some more fart smelling.
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I love VNT turbos, I really enjoy computers, programming and electronics and my farts smell awesome. "Everyone Likes their own brand."
http://www.youtube.com/watch?v=H_BGyLZhY40
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I'm truly baffled by all the nastiness coming from the E-crowd on this topic. Ignorance is a dish best served alone.
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If I was building a race car I would probably use electronics but for something I am going to drive 1000's of miles in one direction into the wild where there is no electricity mechanical makes to much sense.
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I'm truly baffled by all the nastiness coming from the E-crowd on this topic. Ignorance is a dish best served alone.
It reminds me of the sentiment on the Samba that diesel destroys transmissions.
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I'm truly baffled by all the nastiness coming from the E-crowd on this topic. Ignorance is a dish best served alone.
It reminds me of the sentiment on the Samba that diesel destroys transmissions.
Exactly.
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I love VNT turbos, I really enjoy computers, programming and electronics and my farts smell awesome. "Everyone Likes their own brand."
http://www.youtube.com/watch?v=H_BGyLZhY40
haha i do as well, i actually went to a vocational high school for electronics and work with electronics every single day.
my farts smell like a fresh loaf straight from the oven, whats not to enjoy?
also i have driven diesel vws for almost 10 years now and i have never had any problems with a transmission.
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I'm an e-Tdi swapper because I like reliable performance and trouble shooting. I've poked around here for a while and I know there are numerous mtdi pump build threads. I've seen a good number of mtdi low performance threads on the Tdi club. If it was so straight forward and easy to build an mtdi pump wouldn't there be a simple source for the mtdi pump? Pay $700-$1000 and be done. If people built a list of all the ingredients: x injectors, such and such turbo with this guys mtdi pump and you will have 1?? whp and 2??wtq I bet you would make a lot believers. I would be one
The people that report good results are the ultra hardcore gdi peeps.
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::)
why my rover pump experiance kills all that... cheap, damb near bolt on.. the gov mod is simple.. not like opening rest up.. and on stock tdi.. a e way slower.... add 50 hp... right now...
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They have their cool license plate frames though... We should get our own.
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But I love my cruise control. Really I just a couple of Rover pumps to put in Caddies, we'll see!
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::)
why my rover pump experiance kills all that... cheap, damb near bolt on.. the gov mod is simple.. not like opening rest up.. and on stock tdi.. a e way slower.... add 50 hp... right now...
Make a quick and simple list of the parts to make x amount of power. Post it up with some of your experience, iirc your thread is uber long. newbies need the reader digest version:) I'll be happy to add it to the tdiswap list and make it stand out.
I like my cc and license plate frame, it works on my car. If you came up with one that worked with my plate i'd rock it.
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There are no changes necessary to the internals of the Land Rover pump to make considerably better power than a stock eTDI. Any nozzle change suggestions for eTDIs for a given amount of boost apply directly to mTDIs.
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it is just like fitting a mk4 pump on a mk3... pics on tdi club... pully/mount mods..
gov mod in 8v sig..
fab some type of throttle cable mount/linkage
fab the rear under line mount... or swap it..
swap delevery valves
mine is timmed at 118.. im real happy with it and still not touched it.. i hear 130-150 good.. but never tried.. if happy why mess with it imo.. same on fuel screw and boost pin... still on stock settings even w/gov mod... makes very little soot.. and egts only exceeded 1250 1 time... and blew the turbo in this moment... drove turbo aditional 5k before i figured out that i blew it!! toweed car home and all... :D
im real happy with my tdi m
and when i got mine.. 200ish ebay uk... what guy paid for it that i got it from.. i manned up to play guini pig.. and impressed with doing it..
mr herb... cruise is cake... upgrade section i have a thread on stock vw cruise... the only issue.. throttle springs too strong for the vac ball.. so need to experiment with them to reduce that aspect a tad.. i keep telling bbob thats why his no work... 1.6 throttle lever has softer springs then my rover pump or his libby pump.. and for how tight my rope/dead mans cruise worked i can see that as why.. (lack vw speedo head fo vw cruise)
i think cross planting a mk3 gasser cruise to tdi e harness would get you cruise on a mk3 tdi-m... so no reason at all it cannot work.. else mk1/mk2 vanagon and such can use that part list.. :D
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Cruise control works on manual pumps, too.
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CRS you gotta watch. I still haven't confirmed that tidbit about the cruise. I really don't think thats my problem.
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While the governor mod will increase high rpm power, the stock Land Rover governor spring gives the full rpm range of the eTDI.
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While the governor mod will increase high rpm power, the stock Land Rover governor spring gives the full rpm range of the eTDI.
Could it be done on my pump?
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Not exactly, the Cummins governor spring setup is different (uncaged) and cannot be shimmed in that way. I do have a slightly shorter and stronger uncaged governor spring that I would be willing to send to you to try if you want. The shorter/stronger spring gives the same effect as shimming the caged governor spring.
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rover info i saw said 4k limit... so i did the mod to prevent that... but i did not try it first before hand... so no confirmation...
bbob.. its the next try on your cruise... you tried and tested rest.. next step is a vac pump/gauge to see what it takes to open/hold the throttle.. and i really think its too hard a pull fo rthe vac ball... i know my rover pump much stronger then a 1.6 style pump..
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RE: the vac pod not having enough strength to pull the throttle lever. I just tested with a vac pump and .5 bar of vacuum pulls both my mk2 td and my mtdi passat to full throttle. Now to figure out why my cruise wont work..
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I've built both and swapped both, and i like both. both for different reasons really. nothing beats rolling coal in my mtdi caddy running on stock wiring. If i were going vw to vw swap id probably do etdi swap like i did in the b3. if i were putting it in a toyota or jeep or anything else id do mtdi and save myself the hassle.
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I agree. Both swaps have their merit. There is a lot of misinformation on the tdiclub, without question especially when it comes to mTDIs. There are a lot of smart people on their but it seems as of late that spending time there requires one to don hip waders to deal with the BS.
That Fat Bastard clip made me laugh out loud. I haven't watched that movie in a while.
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I agree. Both swaps have their merit. There is a lot of misinformation on the tdiclub, without question especially when it comes to mTDIs. There are a lot of smart people on their but it seems as of late that spending time there requires one to don hip waders to deal with the BS.
The recent TDIClub forum policy of jumping all over anyone who even remotely discusses anything to do with emissions modification is a great example of something you need hip waders for...
That and the 4,000 threads discussing which oil to use :-/
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That and the 4,000 threads discussing which oil to use :-/
holy siht do they love their oil threads.. Its an ALH for Christ's sake.. Anything that is 505.50 or whatever rated. Good TO GO!
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TDI club is full of people wearing tin foil hats. That being said, I do love my ALH compared to my mechanical diesel. Much easier for me to modify due to better parts availability and much less down time seeing as i have much more experience with the A4 platform than the A2. The creature comforts of the newer cars do make it favorable as well. Also I'm not afraid of computers/electronics work, so that adds to the favorability to the etdi performance modding. (not making a stab at anyone here)
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I'm a fan of all diesel's mechanical or electric. The mechanical pumps I've built have worked out well and found that I could control fueling as good if not better than the AHU/1Z computers. The later AHU computers were 16 bit but the ALH is a 32 bit so the ALH computers can do an incredible job of controlling the fueling and timing once dialed in. If I ever build another truck it would be an ALH with all the wiring especially if I could figure out how to do my own maps. There are benefits to both setups and I believe it's important to keep an open mind about both designs. People who Hate MTDI's usually have very little experience with them or have heard of someone else's bad experience. My 2001 golf ALH is my favorite diesel at the moment but I also have a built mechanical pump on the shelf for it just in case.
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I will say after toying around with my girlfriends mk4 ALH this past week doing the tbelt and messing with vag com I've come to more appreciate the electronic system. my problem with the people on TDI club however is they do not want to think outside their box whatsoever anything against the status quo over there gets your head cut off. I'm considering going electronic on my Passat just for something to do this winter. I still plan on keeping my mechanical pump so when the Chinese start blasting us with EMP. ;)
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I will say after toying around with my girlfriends mk4 ALH this past week doing the tbelt and messing with vag com I've come to more appreciate the electronic system. my problem with the people on TDI club however is they do not want to think outside their box whatsoever anything against the status quo over there gets your head cut off. I'm considering going electronic on my Passat just for something to do this winter. I still plan on keeping my mechanical pump so when the Chinese start blasting us with EMP. ;)
thats what i don't like, they're all stuck in a box doing all the same mods, making all these posts like they're engineers and half of what they say is irrelevant or exaggerated or wrong.
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I will say after toying around with my girlfriends mk4 ALH this past week doing the tbelt and messing with vag com I've come to more appreciate the electronic system. my problem with the people on TDI club however is they do not want to think outside their box whatsoever anything against the status quo over there gets your head cut off. I'm considering going electronic on my Passat just for something to do this winter. I still plan on keeping my mechanical pump so when the Chinese start blasting us with EMP. ;)
thats what i don't like, they're all stuck in a box doing all the same mods, making all these posts like they're engineers and half of what they say is irrelevant or exaggerated or wrong.
They do spend quite a bit of time ***ing about what country their OEM parts were made in..... ::)
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Yeah, I would have to agree with most of this. I have had a few helpful comments from people on there, but seems like they are not excepting to "newbies". I don't consider myself a newbie to diesels, but the electronics aspect of it is a bit new to me but I'm giving it a chance. There definitely is some good information on the site, but trying to get excepted into the club is tough.
I don't know why I didn't go here for the help that was needed... Fail.
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Its funny when people go there asking about idi's they just get totally ignored not because their post is dumb but most tdi'rs can't troubleshoot w/o a usb cable and a laptop.
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just use myturbodiesel.com vs them... few of us good there... :D
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Yeah, and it's a $249+ tool!!
Im dealing with this also, I know my timing is slightly off which forces me to purchase this tool, luckily my dad has a mk4 tdi and needs me to do the timing belt, he is splitting the cost with me.
Like I said I'm giving the etdi a chance but there is a good chance I will be getting myself rover pump and calling it a day soon.
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I didn't need any $200 tool.... Which one are you thinking of?
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Vcds.... Ross-tech.
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The tdi club way tells you to loosen all the bolts on the pump sprocket and you lose your timing setting then you have to continually guess until your car runs again. I didn't do it that way I left the bolts alone and used the tools and locked the engine put on the belt and and then once the car was running I used vag com to adjust the timing as the previous belt installer had it set super advanced.
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Its funny when people go there asking about idi's they just get totally ignored not because their post is dumb but most tdi'rs can't troubleshoot w/o a usb cable and a laptop.
Try finding an auto shop that knows anything about carburetors, lol.
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Yep, it is the old Ford vs chevy, points vs electronic, apple vs Microsoft debate. Which BTW it seems to me the TDI club guys are almost like the apple fanboys. It is a fanatic craze that both seem to get nuts about to the point it almost is cultish...seems that way to me anyway.
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Vcds.... Ross-tech.
Can you really get the timing so of fit won't run? I had it timed in spec, drove to a shop and they let me confirm it with their VCDS.
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Shouldn't happen but it seems to be a common problem over there.
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Yeah, with my tdi I right now am dealing with it being off timing... It runs but a little rough. Hard to believe it being that far off to not start.
I would do the same thing with the shop and vcds, but the shop I use to go to I didn't leave on such good terms because I didn't think him completely raping me on a car that he was working on. So I figure I'll get my own and have it so that if I start getting into the newer vw cars it there for any possible issues.
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You can guess it. just loosen the bolts turn the big nut in the middle small increments until it runs better. I'm talking like a hair at a time a pencil width of movement can make a difference. Turn the nut counter clockwise to advance.
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I love VNT turbos, I really enjoy computers, programming and electronics and my farts smell awesome. "Everyone Likes their own brand."
http://www.youtube.com/watch?v=H_BGyLZhY40
haha i do as well, i actually went to a vocational high school for electronics and work with electronics every single day.
my farts smell like a fresh loaf straight from the oven, whats not to enjoy?
also i have driven diesel vws for almost 10 years now and i have never had any problems with a transmission.
Ive killed a couple 020 trannies..
it kills the small cluster gear bearings..
i think its because i rely soo heavily on downshifting to slow myself..
i also figured my heavy right foot, and featherweight left foot dont help either!!
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I have two 1.9L's (180tq and 150tq) behind 020's with no issue.
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Its funny when people go there asking about idi's they just get totally ignored not because their post is dumb but most tdi'rs can't troubleshoot w/o a usb cable and a laptop.
eh plus tdi people think idi is such an old antiquated technology that they really look down on. no doubt tdi is better but idi is not far behind.
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I agree with that. The only thing that I can think of that is a problem is the precups...
That is the only reason I made the switch to tdi. But I will be rebuilding an idi engine just because I love them.
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Has anyone here dropped a precup in an NA?... I presume all fatalities were turbos.
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I'm not sure... I assume you could. The precups are prone to cracking on a n/a just like a TD. Probably a lot less common to drop one. And if you crank up the fuel on an N/A you might even be more prone than a TD, since it doesnt have the turbo to assist on the exhaust flow.
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IIRC, turbos get hotter... more fuel + more air = more fire. Never heard of anyone needing a pyrometer on a NA.
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Yeah, I'm no expert. Just kinda a theory. I feel like if there is any over fueling with a diesel it make a hotter environment. With a turbo diesel at least you have the extra air flow, I'm sure it has it cons. Really I feel that it would vary with the type of setups. turbo, intercooler, exhaust size etc. I mean at turbo would create a harsher environment, but hotter? Idk.
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I know a guy killed an na dropping precup. I think one tiny shot of ether was involved.
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Yeah, I'm no expert. Just kinda a theory. I feel like if there is any over fueling with a diesel it make a hotter environment. With a turbo diesel at least you have the extra air flow, I'm sure it has it cons. Really I feel that it would vary with the type of setups. turbo, intercooler, exhaust size etc. I mean at turbo would create a harsher environment, but hotter? Idk.
I liken it to an oxy-acetylene torch: you can light-off just the fuel and crank open the valve, get a big sooty flame and not much heat... add a bit of O2 and things get hot.
I can def see a precup blowing out with ether.
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When mine ate the precup my TD pump was with Giles and I was running as an ECO...turbo but no fuel for it.
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With diesel fuel and how it burns doesn't require a flame, which I'm sure you know. Now, diesel engine get hot from over fueling and gassers get hot from under fueling. So if a diesel is putting fuel into the chamber to be burnt for energy, and there isn't quite enough air to completely burn that off it will cause the fuel to slightly burn and become a sooty mess. This is was causes the higher EGTs.. So for a diesel I don't quite is air being the issue, fuel quantity seem to play the role of higher EGTs. Another way to look at it is "how to lower EGTs?" From what I've gathered it get more air in the chamber to burn it all. By adding a good intercooler to the mix you cool the air making it more dense, resulting it be more concentrate so to speak. When that cool air hits the combustion chamber it expands from the heat, making more air to burn the fuel. Cleaning up the exhaust and lowering the EGTs. But that's just one way to slightly lower EGTs. Not that your wrong, that's just my spin on it. I'm no expert.
Why does the unburnt fuel cause the high EGTs, maybe something to do with flow? Idk.. but a turbo I could see speed up the process, since most times you have to fuel more to create the boost you want. :'(
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With diesel fuel and how it burns doesn't require a flame, which I'm sure you know. Now, diesel engine get hot from over fueling and gassers get hot from under fueling. So if a diesel is putting fuel into the chamber to be burnt for energy, and there isn't quite enough air to completely burn that off it will cause the fuel to slightly burn and become a sooty mess. This is was causes the higher EGTs.. So for a diesel I don't quite is air being the issue, fuel quantity seem to play the role of higher EGTs. Another way to look at it is "how to lower EGTs?" From what I've gathered it get more air in the chamber to burn it all. By adding a good intercooler to the mix you cool the air making it more dense, resulting it be more concentrate so to speak. When that cool air hits the combustion chamber it expands from the heat, making more air to burn the fuel. Cleaning up the exhaust and lowering the EGTs. But that's just one way to slightly lower EGTs. Not that your wrong, that's just my spin on it. I'm no expert.
Why does the unburnt fuel cause the high EGTs, maybe something to do with flow? Idk.. but a turbo I could see speed up the process, since most times you have to fuel more to create the boost you want. :'(
More fuel creates higher egt's because its not completely burned by the time the exhaust valve opens, meaning that it is still burning as it passes through the valve(s) and turbo, thus over temping the turbine, and coking the oil in the bearing.
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With diesel fuel and how it burns doesn't require a flame, which I'm sure you know. Now, diesel engine get hot from over fueling and gassers get hot from under fueling. So if a diesel is putting fuel into the chamber to be burnt for energy, and there isn't quite enough air to completely burn that off it will cause the fuel to slightly burn and become a sooty mess. This is was causes the higher EGTs.. So for a diesel I don't quite is air being the issue, fuel quantity seem to play the role of higher EGTs. Another way to look at it is "how to lower EGTs?" From what I've gathered it get more air in the chamber to burn it all. By adding a good intercooler to the mix you cool the air making it more dense, resulting it be more concentrate so to speak. When that cool air hits the combustion chamber it expands from the heat, making more air to burn the fuel. Cleaning up the exhaust and lowering the EGTs. But that's just one way to slightly lower EGTs. Not that your wrong, that's just my spin on it. I'm no expert.
Why does the unburnt fuel cause the high EGTs, maybe something to do with flow? Idk.. but a turbo I could see speed up the process, since most times you have to fuel more to create the boost you want. :'(
More fuel creates higher egt's because its not completely burned by the time the exhaust valve opens, meaning that it is still burning as it passes through the valve(s) and turbo, thus over temping the turbine, and coking the oil in the bearing.
Some of that comes down to injection duration though... Small injectors with a small pump means to get a given fuel quantity in the cylinder the injection duration becomes longer - so even though you started injecting before TDC you are continuing to inject long after in order to get the volume of fuel you need in to the engine since the orifice you are pushing the fuel through is small and the pressure you have available to push it is low.
The result is the same as retarded timing - high EGTs because the fuel is continuing to burn as it exits the exhaust valve. That's why a larger pump and larger injector nozzles work out so well on the DI engines - they can get the quantity of fuel needed in to the cylinder in a short period of time, allowing it to burn completely at the right time provided there is sufficient air in the cylinder for the volume of fuel being burned.
So the "when" is just as important as the "how much" when it comes to fuel, especially with DI engines where the combustion chamber only exists at TDC.
Naturally firing off a massive slug of fuel over a very short window will cause a significant jump in peak cylinder pressure - too much fuel too fast can be quite destructive even if there is sufficient air to burn it. At some point you hit the physical limits of the pistons / head or possibly even the block in terms of actually containing the expansion of gasses from burning diesel.
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So the guy asked Giles how much power to expect out of a mechanical pump, and he said 'about the same'... guy then assumes that he means that the MAX output of tdi-m would be about the same as a STOCK tdi-e???? A little common sense would go a long way.
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Haha
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thats his true opinion sadly...
look at it like this... his m pumps are combo of other pumps....
8v played that game... finally slapped a rover pump on and it came to life.....
so i honestly think he needs to play with a few real tdi-m pumps... then see his opinion change...
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I will say after toying around with my girlfriends mk4 ALH this past week doing the tbelt and messing with vag com I've come to more appreciate the electronic system. my problem with the people on TDI club however is they do not want to think outside their box whatsoever anything against the status quo over there gets your head cut off. I'm considering going electronic on my Passat just for something to do this winter. I still plan on keeping my mechanical pump so when the Chinese start blasting us with EMP. ;)
thats what i don't like, they're all stuck in a box doing all the same mods, making all these posts like they're engineers and half of what they say is irrelevant or exaggerated or wrong.
This.This.This. I do read a lot over there, since we do have a TDI now, but some of the regurgitated false information just frustrates me. Its a whole clan of sheeple over there for the most part. Diesel is the best ever. And those old IDI diesels are scarrrrrry. A lot of times I look for people posting about IDIs just so I can direct them here. There are a few people over there who know a bit about IDIs but not many.
I will say that I do appreciate the electronics in the TDI. It is nice to hook up VAG-COM and get information on problems. But there are some problems that don't throw a code, and when that happens, it can really suck to track down. We've had a cold starting problem off and on in my husband's TDI that we can't track down. Its been fine lately, but we'll see once it gets colder this fall if it comes back. We have our '84 TD and an '01 TDI. They both have their pros and cons. But the mk1 is definitely much more fun. We'll be getting rid of the mk4 long before that mk1 goes anywhere :)
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vnt system is great check engine code issue with no real way to watch via vag-com... need a boost gauge and a vacume gauge rigged in to watch the system work.. and will show you sticky vnt vains.. or sticky valves or a crimped/damaged/plugged vac line... took me a year to figure out the test and if i owned any vnt car id run those 2 gauges just so i can spot when it starts to screws up... took me under 60 seconds to see the vains stick on my project.. and resolved guys over boost issue when his return vac line from the purge valves was blocked up and did not dump the vac off fast enough... spider eggs.. gotta love them...
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The electronics only assist in diagnosing issues that occur with the electronic engine management. None of those issues can ever occur on a mechanically controlled diesel. I suppose that it is nice to have the easy diagnosis of the slew of issues that you'd never have with an mTDI, but I'd rather just not have those issues and not need to diagnose them...
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The electronics only assist in diagnosing issues that occur with the electronic engine management. None of those issues can ever occur on a mechanically controlled diesel. I suppose that it is nice to have the easy diagnosis of the slew of issues that you'd never have with an mTDI, but I'd rather just not have those issues and not need to diagnose them...
aint
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I will say after toying around with my girlfriends mk4 ALH this past week doing the tbelt and messing with vag com I've come to more appreciate the electronic system. my problem with the people on TDI club however is they do not want to think outside their box whatsoever anything against the status quo over there gets your head cut off. I'm considering going electronic on my Passat just for something to do this winter. I still plan on keeping my mechanical pump so when the Chinese start blasting us with EMP. ;)
thats what i don't like, they're all stuck in a box doing all the same mods, making all these posts like they're engineers and half of what they say is irrelevant or exaggerated or wrong.
This.This.This. I do read a lot over there, since we do have a TDI now, but some of the regurgitated false information just frustrates me. Its a whole clan of sheeple over there for the most part. Diesel is the best ever. And those old IDI diesels are scarrrrrry. A lot of times I look for people posting about IDIs just so I can direct them here. There are a few people over there who know a bit about IDIs but not many.
I will say that I do appreciate the electronics in the TDI. It is nice to hook up VAG-COM and get information on problems. But there are some problems that don't throw a code, and when that happens, it can really suck to track down. We've had a cold starting problem off and on in my husband's TDI that we can't track down. Its been fine lately, but we'll see once it gets colder this fall if it comes back. We have our '84 TD and an '01 TDI. They both have their pros and cons. But the mk1 is definitely much more fun. We'll be getting rid of the mk4 long before that mk1 goes anywhere :)
i also think when most of them are comparing an idi to a tdi, it is comparing an old 1.6na or 1.6td to a tdi which is .3l more displacement and an intercooler.
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thats his true opinion sadly...
look at it like this... his m pumps are combo of other pumps....
8v played that game... finally slapped a rover pump on and it came to life.....
so i honestly think he needs to play with a few real tdi-m pumps... then see his opinion change...
for serious???
1. this is shocking to me, considering his reputation for being one of the most knowledgeable people out there.
2. shouldn't this opinion be extremely easy to disprove?? surely someone with an m-tdi has a dyno sheet, timeslip, something...
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yes and why i feel shocked with his opinion on it..
but if he does it like how 8v did when he did his 1st.. ok.. i get it... so yes i wonder what true tdi m style pumps he has seen in stock form...
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I am confident I could build a full on powerful DI pump from even a 1.6 NA pump right now. I have the know-how that I lacked when I started.
Literally not much different inside of ALL THESE VE pumps..
I'd need an 11mm head, and a welder. The rest? stock 1.6 NA pump.
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Hmm... I like where you are going with this..
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Whats the welder for?
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i think his point was more like, 2 comparable pumps etdi and mtdi, with same cam plate and plunger and timing advance range would make about the same power.
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I would guess the arm that moves the governor assembly
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Whats the welder for?
I would guess the arm that moves the governor assembly
That is one reason ;)
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i think his point was more like, 2 comparable pumps etdi and mtdi, with same cam plate and plunger and timing advance range would make about the same power.
They should. If all the "injection" parts are the same.. it should pump the same.
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I feel like it would be easier to get a CAD design made up and have them produced ,the top part of the housing that is. And just have them bolt right up.. Welding everything seems like it would be tough, and not only that but making sure you get all the measurement just right. To have them produced would initially cost quite a bit. But once they are up and going, probably good money. But also, wouldn't it be easier to get what is needed into a 1.6/1.9 idi pump?
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I have a source that it would not be expensive
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how cares what thay think , eat sleep MTDI it just dont get beter , if the car is a keeper 1.9 etdi i take the pump of and fit a pump that i have built , its far beter all round MTDI , and when the PDs come in cheep pull the motor and fit a 1.9 MTDI
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I have a source that it would not be expensive
Why hasn't this started up? Demand problem?
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Is it the VE pump holding them back?
http://www.youtube.com/watch?v=pKTY5cQEC7I
This one ought to be good for 460 fuel only HP on 4 cyls
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i think its air flow/displacement issue.
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Another thing I just thought of that tdiclub just can't stop arguing about, cone filters... There are a million threads of people hating on them. I prefer the stock look but, I really don't see anything wrong with cones. I understand that there are no power gains but they get the job done and are easier to get into a car after a swap than cutting up a few air boxes to make one fit...
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But then you have to fabricate a box around them for them to work right, so isn't that a wash?
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Easier to fabricate a thin sheet metal box than form plastic lol.
Depends on the filter, some people swear on their entire family's graves that a K&N is the best thing since electricity.
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I've had a couple cone filters in my TDIs when I bought those cars and hated them. Those were so stupid loud. Stock will flow plenty enough and is quiet.
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I can not attribute added engine bay noise to my cone filtet. It is loud as all hell up there regardless. On both the idi and tdi. (Both with cone). They were both retrofitted engines with nl useable stock box.
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Another thing I just thought of that tdiclub just can't stop arguing about, cone filters... There are a million threads of people hating on them. I prefer the stock look but, I really don't see anything wrong with cones. I understand that there are no power gains but they get the job done and are easier to get into a car after a swap than cutting up a few air boxes to make one fit...
Wouldn't a CAI be useless on any forced induction engine with an intercooler?
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The less hot air the better ;)
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yes a cold air intake is a good thing for any internal combustion engine. The only issue I see with the cone filters is the way people install them. The stock air box does a great service protecting from engine heat. The cone filters flow so well it is still an improvement over the stock air filter usually. This is what I did to have the under hood heat somewhat stopped. It is just a lexan box around the cone filter in the bottom left corner.
(http://i1290.photobucket.com/albums/b531/the_man_53/mk2%20engine%202/DSC05839_zpsa189344a.jpg)