Author Topic: G-Teched my 1.6TD - Baseline Runs (Read 104120 times)

malone · « **Reply #135 on:** October 21, 2005, 08:04:00 pm »

Quick summary: The cylinder compression was mid 300 PSI a few days ago. Dave put together a leakdown tester and pinpointed the compression problem - it was the exhaust valves. The 1st prototype camshaft was removed and then the stock cam was reinstalled. That seemed to help. Also after a couple near-WOT runs on the street the engine idled & performed better due to piston rings seating (more compression). The engine still barely has 20km on it but we may do a few hours of driving tomorrow after we sort out a few other things, mainly the electricals.

The leakdown tester, a very handy tool:

Maarten, the close-up pics of the PD130 intake didn't turn out as good as I hoped, but here they are:

Top is PD130 intake bolted on, and bottom is the ATP 8v turbo exhaust manifold. There are no clearance issues between the two.

^ Just imagine a better designed 1.6TD intake manifold.

Clearer engine bay pic:

I'll report again during or after engine break-in period

Maarten · « **Reply #136 on:** October 22, 2005, 01:49:23 am »

I like things that work and look nice, if I can find a manifold I'm going to get it polished

On the manifold is a flange, maybe the other side can be used to bolt the IC plumning onto that or is that plastic?

Are your still running the stock LDA pin/lid?

DieselMonkey · « **Reply #137 on:** October 22, 2005, 09:39:54 am »

Malone,

How is the Garrett GT20 performing ? I bought one off a Mercedes C220, the A/R ratio of the compressor housing is 0.51 and the turbine is 0.38, how does this compare with yours ?

I got mine at a very good price, and although it isnt a simple bolt on, I bought it cause it looks like I could machine the turbine housing to match a VW manifold.

How did you attach your GT20 ? Did it have the 3 triangular bolt pattern ?

Any problems with surge ?

Any info would be much appreciated. I have a TDi drivetrian I would like to use soon, for either a Mk2 or another Mk3, was thinking of using the turbo for it.

DM

malone · « **Reply #138 on:** October 22, 2005, 10:52:07 am »

Quote from: "Maarten"

On the manifold is a flange, maybe the other side can be used to bolt the IC plumning onto that or is that plastic?

Are your still running the stock LDA pin/lid?

Sorry I don't understand your first question. As for your other question, the LDA pin/lid is not stock. The pump is a 1.6TD modified by Giles @ Superior Fuel Injection.

malone · « **Reply #139 on:** October 22, 2005, 10:58:10 am »

Quote from: "DieselMonkey"

Malone,

How is the Garrett GT20 performing ? I bought one off a Mercedes C220, the A/R ratio of the compressor housing is 0.51 and the turbine is 0.38, how does this compare with yours ?

I got mine at a very good price, and although it isnt a simple bolt on, I bought it cause it looks like I could machine the turbine housing to match a VW manifold.

How did you attach your GT20 ? Did it have the 3 triangular bolt pattern ?

Any problems with surge ?

Any info would be much appreciated. I have a TDi drivetrian I would like to use soon, for either a Mk2 or another Mk3, was thinking of using the turbo for it.

DM

My GT20's compressor housing is 55 trim, 0.53 A/R. I forgot about the turbine side. The turbo has a 4 rectangular bolt pattern:

The exhaust manifold is ATP brand intended for 8v gas engines. It has a flange welded onto it to fit the GT series turbos, but I'm concerned that the welds may crack. I wouldn't get a manifold like this again.

It's too early to say if there's surge or how well it performs. I'll report after some more driving.

Maarten · « **Reply #140 on:** October 22, 2005, 01:20:42 pm »

Quote from: "malone"

Quote from: "Maarten"
On the manifold is a flange, maybe the other side can be used to bolt the IC plumning onto that or is that plastic?

Are your still running the stock LDA pin/lid?

Sorry I don't understand your first question. As for your other question, the LDA pin/lid is not stock. The pump is a 1.6TD modified by Giles @ Superior Fuel Injection.

On the intake manifold there is a 3 bolt plate, you have made your own adapter to the pipe connecting you IC.. my question was if the part that is originally on the 130pd on that 3 bolt flange is aluminium or plastic?

Did you replace the pumpsupport for a 1.6TD support to fit the 1.6 pump? I tried my GTD pump but it was different from my 1.9 pump, the nose was shorter so the wheels didn't align anymore:

1.9 pump is on the left

What number LDA pin do you have under the lid?

malone · « **Reply #141 on:** October 23, 2005, 12:02:21 am »

Quote from: "Maarten"

On the intake manifold there is a 3 bolt plate, you have made your own adapter to the pipe connecting you IC.. my question was if the part that is originally on the 130pd on that 3 bolt flange is aluminium or plastic?

When we imported the PD130 engine it did not come with whatever's attached to the intake manifold, so unfortunately I do not have the answer to your question. The custom adapter on my intake manifold is (mild?) steel but an aluminum version will be made in the future.

Quote

Did you replace the pumpsupport for a 1.6TD support to fit the 1.6 pump? I tried my GTD pump but it was different from my 1.9 pump, the nose was shorter so the wheels didn't align anymore:

Although I have a 1.9 head, I still have the 1.6 block so there were no problems mounting the 1.6 pump using original mounting components.

Quote

What number LDA pin do you have under the lid?

The LDA pin # is irrelevant (I haven't checked anyway) because the pin was ground for a more aggressive taper. Take any pin you have and then grind in a deeper taper using a dremel. We've done this long before Giles rebuilt my pump so it isn't a secret.

935racer · « **Reply #142 on:** October 23, 2005, 12:06:38 am »

The boost pin is a #51 but as malone stated its totally irrelivent. The thing originally bolted to the manifold is the egr. I took it off as soon as I bought the engine.

malone · « **Reply #143 on:** October 23, 2005, 12:10:53 am »

Quote from: "935racer"

The thing originally bolted to the manifold is the egr.

Ah, I remember that now

Then to answer Maarten's question the EGR is definitely not plastic. I can't recall if it's aluminum though, I doubt it is.

935racer · « **Reply #144 on:** October 23, 2005, 12:37:52 am »

Is aluminum

Maarten · « **Reply #145 on:** October 23, 2005, 01:36:48 am »

Quote from: "malone"

Ah, I remember that now Then to answer Maarten's question the EGR is definitely not plastic. I can't recall if it's aluminum though, I doubt it is.

it is aluminium on my Audi A3 TDI:

Before and after pic of cleaning and disabling the EGR:

http://www.morninglight.nl/a3/egr4.jpg
http://www.morninglight.nl/a3/egr5.jpg

:!:

malone · « **Reply #146 on:** October 24, 2005, 11:36:37 am »

Quote from: "Maarten"

Before and after pic of cleaning and disabling the EGR:

http://www.morninglight.nl/a3/egr4.jpg
http://www.morninglight.nl/a3/egr5.jpg

:!:

Yeah that's pretty nasty. Our TDIs, most particularly the ALH, have the same problem.

935racer, check your Hotmail email.

Audi80 · « **Reply #147 on:** October 24, 2005, 01:15:00 pm »

Have you tried those custom cams yet? Do you have any specs?

malone · « **Reply #148 on:** October 24, 2005, 01:36:46 pm »

Quote from: "Audi80"

Have you tried those custom cams yet? Do you have any specs?

I'm currently running the stock cam. I had the 1st prototype cam in but it caused compression issues at idle. Another local 1.6TD is running the 2nd prototype cam with great results and we will likely try that one or whatever new custom cam comes up.

Because of an agreement made I can't disclose specs of the custom cams. I however will report performance and EGT differences. I think starting with the stock cam as a baseline is a good idea. I'd say it'll be around 4 weeks from now before I'll have a report on a custom cam with good driving time and also dyno charts to back claims up. No other mods will be done (e.g. fueling or boost) between dynos for the stock cam and the custom cam. Engine oil type will remain the same as well. I would prefer to have dynos be no more than a few days apart between cams.

I'm also thinking of taking a video of the TD in action with the stock cam, followed by installing another cam and then taking another video, all in the same day. The video(s) will focus on my gauge cluster with EGT, boost, and RPM included, and maybe the rear of my car for comparing exhaust smoke.

DVST8R · « **Reply #149 on:** October 24, 2005, 01:50:23 pm »

Quote from: "Audi80"

Have you tried those custom cams yet? Do you have any specs?

Yes we have two versions of the custom cams on trial right now, we have rejected the first version and are likely making the second version our "Stage 1 cam". We also will have a third version for trial by the end of the week. As far as numbers the first version that we rejected had the 1.9TD lift and duration on the 1.6TD lobe seperation, I am sorry but I am not a cam guru, and I don't know what those real world numbers are, but I am sure that someone on this board does. The second version has more lift and duration then the first with similar lobe spacing, again how much I am uncertain.

The cam company that we are working with keeps all of the numbers and modifies them based on our testing imput. I have no need for the cam numbers as they mean nothing to me. As long as it does somthing better then stock I am happy.

We should have a dyno up in the next few days of an NA to turbo conversion, running stock boost approx 10psi. With the gov mod, a FMIC, and our stage 1 cam. If all goes well with this dyno and the 3rd trial version of our cam, you should see this "stage 1 cam" up forsale on our website in the next week or so.

At which point anybody with the tools can buy one and mesure it and post the numbers if they wish. :wink: