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Engine Specific Info and Questions => IDI Engine => Topic started by: Linkan78 on October 16, 2009, 11:51:56 am
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Hello, i´m converting a diesel jetta to a TD. The engine comes from a Passat 1.9D NA/turbo with associated wire gearbox. Rebuilt for the hydraulic clutch. The dieselpump is from an older model of jetta 1.6TD. The turbo is from a golf gtd -90 water cooled model with IC from the RA engine. But what´s the model name of the turbo? KKK is the label by the way. And is there any differences how many psi (bar in europe) you can load compared to a regular turbo whithout watercooling?
//Jonas
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water cooling just makes it operate cooler, not at more psi.
its most likely a K24 if it has KKK markings. kinda odd, most of those engines ive heard of had T2 garrett water cooled turbos on them.
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Okay, but the cooling must be nearly optimal with both watercooling and Intercooler and give more HP.
The Intercooler is an original from the same model as the turbo, bigger than on my -00 passat tdi.
Found the vag code on the turbo: 068145702NX but still dont find anything about what model it is. Probably
a k24 but have heard k14 from a german forum.
Its time for startup soon. Just have to fix the hoses for the watecooling and fill up brakefluid for clutch and breaks.
Maybe start with 12 psi load to se how its working. Gonna be a big difference from the original 1.6D engine ;D
Hopefully around 130hp to a beginning. Most important now is that it starts and runs after my rebuildig. Nothing is
left from the old engine.
And a tip if you dont know. I recomand you to registrate at www.vagcat.com. They have a catalog with nearly all
vw models and engines in detail etc. And its free to registrate.
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I would bet it's a k14 not a k24.
I'll second that one.
It should be stamped right on the ID tag
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Okay, thanks. What do you think about my spec. Its pretty usual to turbo convert 1.9D NA with very good result because of the higher comp than a std 1.9TD. More power and very reliable with turbo. Wire gearbox from the same passat should give a little bit higher top speed and lower rpm on highwaydriving. Driveshaft from the same passat and it was bolt on. Was a little bit surprised about that. The watercooled turbo from the golf mk2 GTD RA engine should be good for the temperature and with the intercooler from the same car, even better. Dieselpump is from an older model of jetta, mk1 TD.
Hopefully the car is running in a couple of weeks.
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Where did you hear that the 1.9 non-turbo was higher comp, than the 1.9 TD?
yea, who told you that? its extremely un true. im pretty sure the n/a and t/d engines are the same. oil squirters and all. just with different fuel and air systems. right guys?
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AAZ 22,5:1 1Y 23:1. Internals are not same in TD and NA engines. Yes, both have squirters.
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AAZ 22,5:1 1Y 23:1. Internals are not same in TD and NA engines. Yes, both have squirters.
Yes, exactly as you write it.
Do you know if ford transit diesel have bigger elements in the dieselpumps? Heard about 10-11mm
comapred to vw´s 9mm. and that they fits in vws? Anything you know about? Very interesting if
its possible and should give some more power.
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1Y heads are really hard to get in the USA tho...
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C/R is 0.5 different as said, it`s the relationship between rod, piston, gudgeon pin, ring and piston/block height. If anyone is interested I`ll be more specific as the idea that the higher cr would create more power in a diesel, of that tune, interested me so much I`m just building a turbo version na, as I`ve built a turbo version with aaz rods and pistons which I believe is better than a stock AAZ.
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Do you know if ford transit diesel have bigger elements in the dieselpumps? Heard about 10-11mm
comapred to vw´s 9mm. and that they fits in vws? Anything you know about? Very interesting if
its possible and should give some more power.
All 2.5di have 11mm heads, yes.
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C/R is 0.5 different as said, it`s the relationship between rod, piston, gudgeon pin, ring and piston/block height. If anyone is interested I`ll be more specific as the idea that the higher cr would create more power in a diesel, of that tune, interested me so much I`m just building a turbo version na, as I`ve built a turbo version with aaz rods and pistons which I believe is better than a stock AAZ.
you dont build power in a diesel with compression. if it took lots of compression, the duramax guys would be running like 100:1, not 15:1 like the banks guys are running. they built a high horsepower, no smoke, stroker monster. makes 1500 horsepower with no smoke.
i, myself, favor dropping the compression and jacking up the boost. but thats just me.
and how do you make an engine better than an AAZ, but you use only AAZ pieces? if i remember right, the AAZ is the toughest IDI vw makes. idk, i just dont know what you are trying to achieve here. its always better to use a turbo block when you build a turbo motor. just because all the *** on the outside of the block is the same, doesnt mean all the stuff inside is the same or made from the same material. turbo blocks are thicker, and are made of a tougher alloy. something to think about. not telling you that you cant turbo a n/a, because i, myself, daily drive a 1.5TD. those are the notoriously weak engines that are known for cracking blocks.
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Hey, you told me you had no liecence and can't drive cause of the cops ;D.
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Do you know if ford transit diesel have bigger elements in the dieselpumps? Heard about 10-11mm
comapred to vw´s 9mm. and that they fits in vws? Anything you know about? Very interesting if
its possible and should give some more power.
All 2.5di have 11mm heads, yes.
Very interesting. If I´ll find one to a decent price so...
A lot of sceptical comments here. Will be very interesting how it will work out.
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I used an aef 1.9 as the basis. I was surrounded by various td, tdi and d 1.9s. The aef had the tdi type crank, a clutched alternator and the head had more metal between the valves. So I reckoned it was the better bet. I used the aaz rods and pistons to give the lower cr, as the boost was to be turned up abit (and fuel, and pin) and the aaz pistons appear much stronger. If there`d been surplus ahu rods I would have used them as they are stronger and interchangable. Should have probably used the ahu block as I have read these are stronger than the others produced around this time. Has anybody any definite data on the casting compositions? Can`t see any thickness differences.
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As for the differences between 1.9 NA and TD engines, the TD has 144mm rods and 26mm pins, where as the NA has 150mm rods and 24mm pins. I can't remember where I came across this info, but it was a while ago. The compression difference must be in the size of the flame path depression in the piston or the swirl chamber volume, unless the piston protrusion/ head gasket thickness relationship is different between the two engines, which is doubtful. Interesting though that the NA has a better rod ratio than the TD, albeit weaker pistons.
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The td has shorter rods and longer pistons, giving the same block height. The rings are much lower down the pistons.
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Hey, you told me you had no liecence and can't drive cause of the cops ;D.
well, i dont daily drive it at the current time, but i did once upon a time.
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Just don't utube any helmet cam videos of you wailing on your latest mods while narrating, and nobody's the wiser, especially the new and improved world order nazis. Besides, where the hell is oregon anyway, the spice cabinet? I used to break the entire motor vehicle code out of Silverton, population 5001, never did figure out who the "1" was...
So on the topic of breaking engines with too much boost, what's the stock AAZ bottom end good for if no main studs and no girdle?
Can we twist up the wick to 30psi and never lift and NOT have main cap walk cook the bearings? Who's broken the stock main cap bolts at what boost under what driving conditions? What's the collective wisdom say about beating AAZ's to death?
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Max boost depends on everything. 30psi could be translated anything between 100-250hp. 30psi is way too much with stock turbos, but not much with bigger. I've seen a few 200+hp aaz with stock bottom ends.