-
New pump
by
2383 GTD
on 16 Aug, 2005 10:16
-
OK, I finally had some free after I tuned 4 cars, finished a 99+ front end conversion on my FD, and a few other random things to devote time to tuning the diesel.
I recently installed a new pump I put together, and the results are quite amazing. Even with all the changes the motor and turbo system has, it is nearly unbelievable how much the power there is left in the motor, with more fuel. Anyone that is on the fence about 10, 11, 12 and beyond mm head, should seriously consider it, as it is money well spent. Swapping heads is also very straightforward, and can be done by anyone.
I am still in the process of optimizing the timing, but thus far, the idle is better, power is smooth, and under normal driving, the smoke level has been reduced significantly. This is also considering there was little smoke in normal driving before the new pump. One thing is clear; it is time for a bigger turbo! The turbo spools like mad now, and the external wastegate is super loud, and I've not yet even given the engine full power. Not a problem, however, as I have a turbo that flows more than double the one I have now (a T4).
I have a few photos to take, and if anyone is interested, I can post them.
-
#1
by
vwmike
on 16 Aug, 2005 11:34
-
What did you use for a cam plate? I'm still trying to find a cummins/1.9 TD cam plate.
-
#2
by
DVST8R
on 16 Aug, 2005 14:10
-
I have a few photos to take, and if anyone is interested, I can post them.
Post 'em up.
As well as your complete current state of tune
-
#3
by
chrissev
on 17 Aug, 2005 21:50
-
I did the same thing with my 88 jetta TD with similar results. Prior to that the engine was rebuilt, new injectors were installed, and this did nothing other than cure an oil burning problem and hard starting. Then installed the rebuilt pump and what a huge difference. All of a sudden I had this peppy little race car. I was just shocked. Best thing to do to an old diesel I think is replace the pump.
-
#4
by
fspGTD
on 18 Aug, 2005 09:45
-
2383 - thanks for the info.
Yes I'm interested in pics as well!
-
#5
by
2383 GTD
on 18 Aug, 2005 10:29
-
-
#6
by
fspGTD
on 18 Aug, 2005 12:04
-
That holset is huge, man... Is that off a Powerstroke or cummins pickup diesel or something? Also, I am curious how much boost you are planning to run with it. :twisted:
-
#7
by
2383 GTD
on 19 Aug, 2005 07:59
-
I got a few PMs about the photos, so I will try to answer the questions. The red car is an R1 RX-7, with the 13B-REW motor in the background for size reference. The plug in the photo with the red wire, is for N1 (shaft speed, turbine rpm).
The wheel is from Work Wheels, and the size is 18*10 with a 275/35/18 tire on it.
I am not really sure what the turbo is used on, it is brand new, but I think it is used on trucks in Europe. It is a VGT turbo, which means it has a variable geometry turbine. The way Holset achieves the variable a/r is extremely simple, with only 1 major moving part. I will try to find a website with a photo of how it works. If you notice the color of the compressor wheel, it is not the usual "bright" aluminum color. This turbo has the titanium compressor wheel option.
Jake, I will run as much boost as the pump is good for! From initial calculations, it will yield about 75% more fuel. I am also using a larger FMIC, that has the dimensions of 25*13*4 inches respectively.
That holset is huge, man... Is that off a Powerstroke or cummins pickup diesel or something? Also, I am curious how much boost you are planning to run with it. :twisted:
-
#8
by
2383 GTD
on 25 Aug, 2005 08:26
-
Update:
I got a few more things sorted out with the pump. I did a few test runs before, and things were going well. After a removing the pump a few times to verify measurements (which were all dead on and highly important) and to make sure everything was operating as it should, I figured it was time to dial in the timing. I think I have it where I want it for now, but I may add a bit more advance, and see how it performs. This new setup demands everything is in place exactly so. With no precedent to work with, changing and setting up the heart of this pump was tedious and time consuming, but it is now very rewarding. Also, as usual with anything difficult, once you've done the process, looking back, it is easy.
I've not revved it up all the way, nor floored it, but given the engine a greater amount of throttle than in the past week, and the power continues to impress me. The throttle response is also improved, which is testament to the much greater overall flow of fuel. It still amazes me with how small the current turbo feels now in terms of lag (not small, T4), and how loud the wastegate has become :twisted:
It might really be time for a blow off valve...
More updates coming soon
-
#9
by
2383 GTD
on 30 Aug, 2005 11:09
-
Update 2:
Things are going really well with the injection pump. I had time over the weekend to test the car out more. The timing set optimally now, which took a bit of testing and measuring. Mileage seems to be up a noticeable amount given the miles traveled vs. quantity used, but I've only gone through about 1/2 a tank. Everything is looking great.
Another added bonus of this new pump is the very nice bump in low end torque! This is not simply from the timing set differently from the previous pump, as that pump was optimized as well. Even from just above tick over, the extra torque is there. Of course, near full load was tested as well. The power is unbelievable. Extreme caution must be observed in the rain to maintain yaw, as wheel spin is available any gear or speed tested up to 120 mph. At low to medium speeds, the car feels like it is going to takeoff in dry weather.
I need to get a new EGT gauge, and then I will do some full load, high rpm testing. Then, I will try to figure out a way to fit the Holset on the car, as space is an issue. This web page shows more or less how the VGT mechanism works. The vanes are a two stage variety, as for the first half of the height of the vanes that interacts near the inside of the volute, is about 1/2 the area, compared to the rest of the length of the vane. Also, when the vane plate is fully open, the vanes do not interact at all with the flow of the exhaust gasses (the web page’s macromedia flash is not fully correct). As shown on the website, the vane plate can squeeze down to only a few millimeters (measured).
http://www.holset.co.uk/files/2_5_1_5-variable%20geometry.php
-
#10
by
lord_verminaard
on 30 Aug, 2005 18:57
-
Well how about that.
I was wondering how Holset's variable geometry turbos worked. I know Gail Banks likes them.
That's really a slick idea, as it eliminates the weak point in the VNT design by not having all of the vanes pivot. How does the actuator work? In the simplified animation, it looks a lot like a normal wastegate. That would simplify boost control quite a bit!
That engine aught to twist itself right out from under the hood when you're finished.
Looks great.
Brendan
84 Scirocco 8v
00 Camaro L36 M49
-
#11
by
malone
on 30 Aug, 2005 19:51
-
Maybe I have ADD, but I'm not exactly sure what type of TD engine you're tuning. Is it a 1.6L TD, 1.9L TD, 2.4L TD, or... ? Anyway, this thread is very interesting!
-
#12
by
fspGTD
on 30 Aug, 2005 20:55
-
He's got a 2383 cc motor I'd bet. :wink: (A 6-cylinder version of the 1.6lTD)
Looking forward to hearing how that huge variable vane turbo works!
-
#13
by
gratefuljoe
on 30 Aug, 2005 20:58
-
How does one come across a 6 cyl? If it's the same displacement, is it a shorter stroke (more boost!!!) or smaller pistons?
By chance - does anyone know the weights of the 1.6TD? I've been wondering about weight distribution in the rabbit lately.
-
#14
by
fspGTD
on 30 Aug, 2005 21:10
-
The 6-cylinder 2.4 liter diesel has the same bore, and same stroke as the 4 cylinder 1.6 liter and the 5-cylinder 2.0 liter. The motors in this family share many parts, including pistons.
The 6-cylinder IDI turbo-diesels were found in some volvos (the engine was made by volkswagen for volvo.) The 5-cylinder IDI diesels (both naturally aspirated and turbo) were found in the Audi 5000.
