I would imagine that to accomplish that, the computer controls the wastegate in order to open the wastegate when less air/fuel is needed for a given power requirement.
Yes, that is correct, but for newer TDIs the ECU controls the vane actuator.
If that's the case, then it would detrimentally affect efficiency by reducing the heat recovered by the turbine.
If the wastegate didn't open partially at low throttle settings additional air would be compressed for no reason. Opening the wastegate partially at low throttle settings reduces exhaust manifold pressure increasing engine efficiency.
I don't see how packing more air than necessary to burn the injected fuel will make an engine more efficient.
my Mtdi runs A1 its running std turbo gt15 std injectors 90hp , but has twice the pulling power of my mk3 golf tdi , it has taking a bit to get the pump right , soon i will upgrade to a gt20 and .240 nozzles
my Mtdi runs A1 its running std turbo gt15 std injectors 90hp , but has twice the pulling power of my mk3 golf tdi
Isn't the A1 about around 400Kg lighter than the A3 though?
I don't think the OP really gets the point of the mTDI concept. Either that or they are trolling. :roll:
No mate, I'm begining to wish I never asked....no I'm no troll - if you want to check my FAQ, you'll see I've spent many hours producing original useful material for this forum :roll: :roll: :roll: :roll: :roll:
Maybe, I should explain the rationale of the original question...
I'm a mk1 (A1) fan and advocate of diesels, I love my clacky AAZ/RA/SBs but they are begining to get rare. Where as the TDI lumps are two a penny.
I would like to use the later TDI but stick with old skool technology if possible. i.e. mTDI
More and more people over here are interested in mTDIs and a few have built them - mostly with AAZ pumps and say they run fine :roll:
What I was really looking for was no hypothesis or pie in the sky theorys, just someone to say........
I use x pump with y head and z camplate and the results are................. is that too much to ask?
The 2.8 LT TDI pump is a direct bolt-on high performance mTDI pump
Hi Andrew, is there a source for these pumps that will ship to us in the US ?
my Mtdi runs A1 its running std turbo gt15 std injectors 90hp , but has twice the pulling power of my mk3 golf tdi
Isn't the A1 about around 400Kg lighter than the A3 though?
sorry pal when i said A1 i should of said my Mtdi runs very well , the car is the one to the left a mk2 golf
when i said A1 i should of said my Mtdi runs very well , the car is the one to the left a mk2 golf
The Mtdi is just injecting more fuel than the E-tdi, the E-tdi can easily be "chipped" and pick up an extra 30 HP using the same nozzles and turbo, it not like M-tdis inherently make more power, actually to the contrary, all the most powerful VW TDIs in north america are E-TDIs.
As I said before, the mechanical pump can be tuned so that for any given amount of air, the amount of fuel injected can be controlled.
I don't see how the IP/LDA can do that, heres my understanding of how it works. Your foot requests X amount of fuel, which produces Y PSI of boost, that boost pushes the pin in the LDA down allowing more
max fueling for Y PSI of boost, but the LDA will never restrict fueling for any consistent pedal position.
Doesn't the LDA only restrict fueling briefly when you "floor it" quickly as boost has not yet risen?
If the OP wants real world example of an M-TDI setup working he can drive my van with one of Karls pumps. It's a 1Z with 11mm plunger, cummins 4BT based mechanical IP. That's all I know about it, ask Karl for more details.
http://dodgeram.org/tech/dsl/more_power/Power_ve.htmJack you are quite passionate about the e-TDI which is fine but I won't believe anything about emissions till I see some reality backing that claim up. I was at a dyno shootout this summer and all the e-TDIs on the dyno were smoking a heckuvalot more than mine. I went with mechanical because I follow the TDI-vanagon conversion yahoo group that should really be renamed "I'm having electrical problems with my e-TDI" group.
I would not ever convert an eTDI to a mTDI in a passat or other original vehicle but if I do another conversion there is no doubt that it would be mechanical.
I don't think the OP really gets the point of the mTDI concept. Either that or they are trolling. :roll:
No mate, I'm begining to wish I never asked....no I'm no troll - if you want to check my FAQ, you'll see I've spent many hours producing original useful material for this forum :roll: :roll: :roll: :roll: :roll:
Maybe, I should explain the rationale of the original question...
I'm a mk1 (A1) fan and advocate of diesels, I love my clacky AAZ/RA/SBs but they are begining to get rare. Where as the TDI lumps are two a penny.
I would like to use the later TDI but stick with old skool technology if possible. i.e. mTDI
More and more people over here are interested in mTDIs and a few have built them - mostly with AAZ pumps and say they run fine :roll:
What I was really looking for was no hypothesis or pie in the sky theorys, just someone to say........
I use x pump with y head and z camplate and the results are................. is that too much to ask?
What you're asking the people who've spent the time to research
and develope theire own M-TDI pumps is give away there hard
earned tricks and methods.
I have built about 6 M-TDI pumps so far and all who have them
are very happy and run great.
any of you who are reading this pls pipe and tell this guy that
they do exist.
you didn't comment on the youtube video i pointed you to look at.
Jason Williams Van is in my shop right now for final tuning and it
runs great.
we'll be updating our website with pic's and full story.
www.performancediesel.caGiles
I was at a dyno shootout this summer and all the e-TDIs on the dyno were smoking a heckuvalot more than mine.
Just wondering, how much power did those e-tdis make and how much power did your m-tdi make?
Also, this discussion is based on stock engines, I think, yet you're using the emissions of cars that have been altered as your baseline for how much an e-tdi pollutes?
If m-tdis have cleaner emissions than e-tdis, what was the incentive for VW to make tdis computer controlled? FYI a stock e-tdi emits at least %40 less NOx than an M-tdi.
Jack you are quite passionate about the e-TDI....
Yea, and I'm actually one of the few here that has a through understanding of how they function. I'm finding that discussions can be frustrating when the other parties don't know the basic operating principles of half the discussion.
The LDA feeler pin lever is the pivot point for the control collar lever assembly. It always impacts the amount of fuel injected according to manifold pressure. As boost pressure rises, fueling is increased proportionally or another way of saying it in this relative universe is that whenever boost pressure is less than maximum, fueling is reduced proportionally. The start and end point of the fueling change ramp are both adjustable as is the steepness of the ramp.
Thanks for the rundown on LDA function
And despite how it may come across I do think that mechanically injected diesels are quite the cool contraptions, any car that could still drive around after the aliens come and render everything electrical inoperable can't be half bad. And don't try to tell me that all of you have never dreamed of driving your mechanically injected diesel around in a mad max type world where nothing else operates with a giant grin on your face :lol:
What you're asking the people who've spent the time to research and develope theire own M-TDI pumps is give away there hard earned tricks and methods.
Giles,
The irony to your post is that the GTD forum was built as an open-source community. And Regcheeseman is one of the more significant contributors to that community. The backbone of this forum ALREADY does research, sometimes expensive and destructive research, and "gives away their hard-earned tricks". That's what it's all about.
Commercial vendors were originally not welcome at GTD, and their eventual entry to the forum caused some of the key original open-souce participants to quit & stop posting. You remember this well, I'm sure. It's a fact, all that history is still here to be read.
Regcheeseman has every right to ask his question here. There's no other place where he is likely to get as good an answer to it, as from the community at the GTD forum.
If you don't want to participate in the conversation, then nobody is forcing you to.
I don't think the OP really gets the point of the mTDI concept. Either that or they are trolling. :roll:
No mate, I'm begining to wish I never asked....no I'm no troll - if you want to check my FAQ, you'll see I've spent many hours producing original useful material for this forum :roll: :roll: :roll: :roll: :roll:
Maybe, I should explain the rationale of the original question...
I'm a mk1 (A1) fan and advocate of diesels, I love my clacky AAZ/RA/SBs but they are begining to get rare. Where as the TDI lumps are two a penny.
I would like to use the later TDI but stick with old skool technology if possible. i.e. mTDI
More and more people over here are interested in mTDIs and a few have built them - mostly with AAZ pumps and say they run fine :roll:
What I was really looking for was no hypothesis or pie in the sky theorys, just someone to say........
I use x pump with y head and z camplate and the results are................. is that too much to ask?
What you're asking the people who've spent the time to research
and develope theire own M-TDI pumps is give away there hard
earned tricks and methods.
I have built about 6 M-TDI pumps so far and all who have them
are very happy and run great.
any of you who are reading this pls pipe and tell this guy that
they do exist.
you didn't comment on the youtube video i pointed you to look at.
Jason Williams Van is in my shop right now for final tuning and it
runs great.
we'll be updating our website with pic's and full story.
www.performancediesel.ca
Giles
i can't wait to see his van!!! next up will be getting my TDI engine running and try to jam it into my jetta :lol:
The LDA feeler pin lever is the pivot point for the control collar lever assembly. It always impacts the amount of fuel injected according to manifold pressure. As boost pressure rises, fueling is increased proportionally or another way of saying it in this relative universe is that whenever boost pressure is less than maximum, fueling is reduced proportionally. The start and end point of the fueling change ramp are both adjustable as is the steepness of the ramp.
Thanks for the rundown on LDA function
And despite how it may come across I do think that mechanically injected diesels are quite the cool contraptions, any car that could still drive around after the aliens come and render everything electrical inoperable can't be half bad. And don't try to tell me that all of you have never dreamed of driving your mechanically injected diesel around in a mad max type world where nothing else operates with a giant grin on your face :lol:
rip the fuel stop solenoid out, and hook up a pull cord to the crank, use the popey arms... and when you need to shut it off just stick your hand over the intake :twisted: wickeddd!!!!
of course my diesel would run on alien body's (after i kill them with my NOx pollution)... just process them into biodiesel :lol: