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1.6 td modifications
by
gldgti
on 19 Jul, 2007 04:58
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hey guys,
well, the 1.6 TD i picked up is going into my "new" 77 golf as soon as i can get the time, but i'm wondering what to do to it once its all in and ready.
my thoughts are...
1.9 camplate for IP
uprated nozzles
lower compression 18:1 (nice'n warm here ;-) )
lose the BOV
2.5" straight back exhaust
front mount intercooler
my questions really relate to the turbo - with the kind of setup im proposing, what would i need to do with the turbo to turn this baby into a real sleeper?
the car itself is a good base - its a four door but has no side intrusion bars and some light bumpers etc, it'd curb (now, with the gasser engine) at 790kg easy.
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#1
by
Riverfurm
on 19 Jul, 2007 05:14
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#2
by
subsonic
on 19 Jul, 2007 20:51
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Well you could go with something that will haul balls right off the line, but it will be short winded. You would take some people for sure. You could also go with a bigger turbo and deal with some low end lag to get the big boost at higher rpm. You might not take em off the line, but wind it up through 2nd and 3rd and Im sure you'll be passing some people who will be grabbing for the shifter and wondering where the hell you just came from. I am opting for door number two.
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#3
by
RabbitJockey
on 19 Jul, 2007 20:58
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bigger turbos aren't as laggy in higher gears either. and they're monsterous on highways
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#4
by
subsonic
on 19 Jul, 2007 21:04
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Just make sure you get a good free flowing exhaust to help move that boost along. I would reccomend something along these lines:
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#5
by
Darth Garry
on 20 Jul, 2007 07:55
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That's the funniest muffler photo I've ever seeen!!!!
LOL!
BTW I have a T3, which apparently is one of the bigger ones, while cruising on the street building boost isin't the greatest, but on the highway it will boost like a mofo, and for my driving style that's what counts.
Garry
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#6
by
gldgti
on 26 Jul, 2007 01:05
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ok - my requirements probably lean more toward the large turbo side, especially with the long ratio gearbox i use, i would say that loads could be quite high.
so a T3 is pretty large, what is roughly the equivalent KKK?
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#7
by
subsonic
on 26 Jul, 2007 07:51
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The KKK-24 is the other stock turbo. People say the T3 has more lag low end but comes on better up top. I am going to install a T3 off of a Mecedes 300TD. Its a bit larger, but with the head porting, DP, Giles pump, and 1.9 injectors with 300td nozzles in them I think I will be able to spool it up.
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#8
by
Black Smokin' Diesel
on 26 Jul, 2007 10:41
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so a T3 is pretty large, what is roughly the equivalent KKK?
Yeah they are pretty much the same size-wise. Although I think the K24 is a better designed turbo from having seen both of them up close.
As for the nozzles, mercedes diesel injectors will fit and have better flow than anyting VW has to offer. Get some 300td injectors from 1980s merc diesels. Mine are from a 240td but they are rated at 135bar instead of the standard 155bar turbo injectors. Less pumping loss from the injection pump.
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#9
by
gldgti
on 26 Jul, 2007 15:50
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your drop in injection pressure may not be a bad thng anyway - I have a research paper on the effect of injection pressure on performance and fuel economy and emissions in a divided chamber diesel engine (indirect injection) which finds clearly that the most optimal pressure is usually between 1400-1600psi (95 - 110 bar!)
above this pressure you can get a little more power, and economy, but your NOx emissions go right up - anyone remember the VW diesels exemption from NOx compliance for the emissions laws back in the 70's and 80's?
so its a bit of a trade off. above 2000psi (135bar) things really change, and I find it very interesting that there are injectors for IDI that run at 150bar, way above the apparently optimal range found in the research.
anyone have thoughts on this?
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#10
by
Black Smokin' Diesel
on 26 Jul, 2007 15:55
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your drop in injection pressure may not be a bad thng anyway - I have a research paper on the effect of injection pressure on performance and fuel economy and emissions in a divided chamber diesel engine (indirect injection) which finds clearly that the most optimal pressure is usually between 1400-1600psi (95 - 110 bar!)
above this pressure you can get a little more power, and economy, but your NOx emissions go right up - anyone remember the VW diesels exemption from NOx compliance for the emissions laws back in the 70's and 80's?
so its a bit of a trade off. above 2000psi (135bar) things really change, and I find it very interesting that there are injectors for IDI that run at 150bar, way above the apparently optimal range found in the research.
anyone have thoughts on this?
While reading this the only thing that popped in my head is cold starting but I really doubt breaking pressure would affect cold starts. Sorry probably a brain fart
Maybe it's to compensate for the fuel being thicker in winter, higher breaking pressure would vaporise fuel better.
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#11
by
gldgti
on 26 Jul, 2007 16:03
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#12
by
foxracer1
on 26 Jul, 2007 16:54
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probably a little big but it would scream up top.