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Engine Specific Info and Questions => TDI Engine -General Info => Topic started by: subsonic on March 01, 2009, 11:57:34 am
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Just wondering if you could fit the new 2.0 cr head onto a earlier tdi block. Change injectors etc... That would be a nice upgrade. 16V twin cam and serious air flow. Just thinking out loud.
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short answer... yes..
But if you are going to do it you need to change the pistons out to make it a CR engine, Ecu, head, injector and pump system, and a 2.0l head gasket. Many of these parts are not for sale yet from the dealer.....
I might do it down the road if my mk2 stays together enough and needs more power than 260whp...
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But if you went with the 1.9 injectors, could you build a m-tdi?
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The 1.9 injectors probably won't even bolt in. PD injectors won't work, because they won't have a cam to actuate them, and the rotary pump injectors are shaped differently from the PD and common rail injectors.
Add in the need for the CR nozzles for the spray pattern that accommodates a central injection point, and you have a very unlikely candidate for a TDI-m.
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Ah well. Thought it might have been the next great upgrade. Just a thought.
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Add in the need for the CR nozzles for the spray pattern that accommodates a central injection point, and you have a very unlikely candidate for a TDI-m.
Much more likely though is a standalone fuel system for CR. ;) Next best thing to an M-tdi.
Brendan
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I've held AMC's version of the VW 16 valve CDI head, and it won't bolt on.
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You just have to put common rail injector, pump and ECU from a peugeot HDI on an ALH motor, and, enjoy.......!!!
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You just have to put common rail injector, pump and ECU from a peugeot HDI on an ALH motor, and, enjoy.......!!!
Has anyone done that yet?
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Why would you want to use the PD system? Seems like the CR is the hot setup to me because of power gains from greater fuel atomization and lower compression possible. I dream of a simplified CR system for a Samuri or Toy off-road setup.
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Trust me. I know what a 1Z head looks like, and I know what a ALH head looks like. I picked the CBEA head up, turned it over, and noticed that it will not match up to the ALH or AHU blocks. (I was a little disappointed :()
Also, no one has thought about the plumbing problems of a cross flow head... It will be interesting to see how long it takes for the first M-TDI CBEA engine to appear.
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You just have to put common rail injector, pump and ECU from a peugeot HDI on an ALH motor, and, enjoy.......!!!
Tintin to the rescue :lol:
for the 16V head, do the CR injectors stick out the top? (i'd love to see a pic of one, dissassembled) it might be possible to have it modified to accept TDI injectors. then you need to fabricate lines long enough and equal length going to them from the pump. the problem is that the exhaust would be coming out of the front... right in the way of the injection pump :cry: so some major fab work would be required to avoid contact there. ALH stylemight work because its at an angle, but even still i don't think theres enough room. i'd imagine the diesel 16V head to be very large...
so Tintin has the best option. now to find some peugeot diesel parts :lol:
i've thought of a whackey idea to control PD's and CR's somewhat mechanically. a distributor from a gasser could be used to fire the injectors and give linear timing advance, while the pedal would give a potentiometer style signal for injection quantity? :lol:
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i've thought of a whackey idea to control PD's and CR's somewhat mechanically. a distributor from a gasser could be used to fire the injectors and give linear timing advance, while the pedal would give a potentiometer style signal for injection quantity? :lol:
Somehow I doubt that will work. The injectors control quantity the same way (roughly) a gasser does, by pulse width. So firing them via a distributor would give you no way to modify it with a potentiometer pedal for injection quantity. You could possibly use the distributor for crank positioning, but the crank trigger already available would be much better for that.
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Why would you want to use the PD system? Seems like the CR is the hot setup to me because of power gains from greater fuel atomization and lower compression possible. I dream of a simplified CR system for a Samuri or Toy off-road setup.
I think vw are only using cr now because the early generations did not generate as high a pressure as pd. 1350 vs 2000 bar. pds dont do high revs because the use the cam to generate pressure, I think the right cr setup could rev beyond 4.5k maybe?
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Why would you want to use the PD system? Seems like the CR is the hot setup to me because of power gains from greater fuel atomization and lower compression possible. I dream of a simplified CR system for a Samuri or Toy off-road setup.
I think vw are only using cr now because the early generations did not generate as high a pressure as pd. 1350 vs 2000 bar. pds dont do high revs because the use the cam to generate pressure, I think the right cr setup could rev beyond 4.5k maybe?
for a CR to rev high it needs a steady supply of high pressure fuel. i don't know if the current pump can supply that... maybe?
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i've thought of a whackey idea to control PD's and CR's somewhat mechanically. a distributor from a gasser could be used to fire the injectors and give linear timing advance, while the pedal would give a potentiometer style signal for injection quantity? :lol:
Somehow I doubt that will work. The injectors control quantity the same way (roughly) a gasser does, by pulse width. So firing them via a distributor would give you no way to modify it with a potentiometer pedal for injection quantity. You could possibly use the distributor for crank positioning, but the crank trigger already available would be much better for that.
ah but then you bring electronics into the picture... there must be a way to mechanically control the pulse width. and the pedal is just like a big potentiometer... hmmm how can it be made to work?
maybe use the potentiometer to control a mosfet for pulse width? i suppose some circuitry is necessary... :(