TDI Injectors: AFN to 1Z Conversion Guide

What's the benefit of installing fuel injectors from an AFN (110 hp) engine into a 1Z (90 hp) engine? Would it result in increased power, or is there no difference at all? Or is it perhaps something that should be avoided?

I haven't found any user reviews yet, just theoretical information. Has anyone actually tried this?

Just try it out!

It might add about 5 horsepower without any other modifications.
The nozzles are 0.185mm and 0.205mm in size, respectively.

"Thank you! I wasn't familiar with that link."

"Simply trying it out" is unfortunately too expensive to do something that is fundamentally wrong .

Hello,

I don't have the AFN nozzles in my 1Z, but I have the AXG nozzles (0.216).
The actual power output is definitely more than 5 horsepower!!!
The percentage increase in nozzle size from 1Z to AXG is enormous. On the website linked above, it is stated that there is an increase of 20 horsepower (with AFN nozzles converted to AXG nozzles)!

I would definitely choose the afn nozzles over the 1z nozzles, as far as I know, they are also about 50 euros cheaper per piece.

Best regards,

Hello Habib!

Finally, a 1Z pilot who uses the 0.216 nozzles and therefore has practical experience!
Sure, here are a few questions:
1) Are you running this entire setup without a chip (and therefore with normal boost pressure), or have you combined the injector swap with a chip?

2) How about the exhaust smoke? I imagine that, without any boost, it produces quite a lot of black smoke due to the coarser atomization.

3) What about the idle behavior? One person says it idles rougher, while another says it idles smoother than with the smaller nozzles.
What about the idle speed?

Thank you in advance for your response.

Greetings.
Capernaum.

Hi,
I'm currently experimenting with .216 nozzles in my 1Z printer.
He can run... he can also sprint .
I haven't yet tried how the nozzles perform with the original data settings.
...but rather are simply more or less adapted.
The DZR engine produces approximately 120 horsepower.
The engine vibrates more at idle than it does with the .186 nozzles (but...).
It could also be due to the fact that my engine mounts are not exactly new anymore.
are).
In one dataset, I managed to make the GRA controller oscillate.
(It's not a big deal, but it's annoying when you're driving at 130 km/h and you noticeably accelerate and then...)
(is being taken away).
Driving at a low speed is okay, but you have to be careful when accelerating.
Make sure you don't press the accelerator pedal too hard, or it might start shaking.
Load changes at speeds above 4000 rpm (under load) can sometimes cause...
Cloud standing.

Overall, I get the impression that the regulator parameters in the 1Z (at least,
(if an MSA15 is installed as the engine control unit) with the larger fuel injection volume increase.
The .216 nozzles aren't performing very well yet, but it's still in the experimental phase.
not completed .

Best regards, Rudi.

Good day.

@Rudi: Thank you very much for your report.

That sounds quite promising so far, although (according to your report) some compromises in terms of comfort are to be expected.

After my experiments with the '10 Cent Tuning' (on a closed racetrack, outside of public road traffic),
While I've already installed adjustable injectors, I still wouldn't want to put them under prolonged stress on my engine, so I'm now leaning towards larger injectors.
I would prefer to install the 216 injectors and, using the hole in the pressure sensor hose (the STG method), increase the boost pressure by about 0.1 bar to prevent soot buildup.
That would be the gentlest option for the engine, as the injection timings would remain within normal parameters.
To make the whole thing even more appealing (for short bursts), I would also install an electric bypass valve (I've seen them before, but unfortunately, I'm not really an expert, so I don't know the proper name for this type of valve). This valve would be switchable and would further increase the boost pressure, and in parallel, I'd add a cheap tuning modification. That should really give it a boost!
I'd actually prefer that the STG stays completely out of this matter.

To make this more practical for everyday use, I'm considering whether to get the 205 or 216 injectors.

Which fields have you modified?
'Regarding boost pressure, how high do you set it? And at what point does your 1Z engine, with the larger injectors, stop producing excessive smoke?'

Best regards.

Kaopernaum.

Hi,

Modified parameters: driver request, torque, misfire, pump voltage, boost pressure, and injection timing.
The maximum charging pressure is 1.2 bar.
'Russes' only occur when there's a load change under load - which sounds kind of strange.
Control unit that opens the throttle valve faster than the turbocharger can build up boost pressure.
(because it doesn't account for the increase in quantity ). If you accelerate from the bottom,
So far, as far as I can tell, it's running without any issues.

Best regards, Rudi.

Hello.

@kapernaum
'I had already had chip tuning done before, which increased the boost pressure to approximately 1 bar according to the LDA (lambda датчик). Later, I drilled a few holes in the hose leading to the control unit to increase the boost to about 1.1 bar. Now I also have what's called an 'electronic boost controller' installed. It's amazing how similar our approaches are. If you're interested in details about the electronic boost controller, feel free to send me a private message.'
'Yes, there's some smoke, but not much more than with my old, worn-out injectors. I can't do anything about it with boost pressure either, because the smoking is most pronounced at low RPMs (e.g., going uphill in 4th gear --> at less than 2000 RPM).'
(no full boost)
'coarser atomization'? I thought the higher pressure during pre-injection would result in better atomization, regardless of the boost pressure.
3. The idle speed hasn't changed. I definitely had the feeling that it sounded better than before, but as I said: these are injectors with 200,000 km on them... Something else I immediately noticed was that the throttle response was much better. Before, the engine reacted much more sluggishly to throttle input when idling.

(@Rudi)
My experiences with 'shaking' are different. Everything drives perfectly fine, except for the situation when I give it just a little bit of gas at very low RPM, like when just trying to keep up with traffic. That's when the shaking occurs.



The software is a problem for me. I would actually prefer an original version, but I don't have any other devices or equipment for chip tuning right now.


Best regards,

Hello there,
'I have a question as well. Is it possible to install these in an Audi AAT system? Or are the injectors set up differently there? I have the impression that my injectors are also starting to wear out, but I'm not sure if that's really the case. I was just thinking that if I replace them now, I could install larger ones.'

Best regards,

Audi2,5TDiDriver wrote:

I also have a question about that. Can this whole thing also be transplanted into an Audi AAT engine? Or are the injectors set up differently there?

Is the AAT a 5-cylinder engine (with a VP 37)?
If so, it should generally be possible - because the 216 injectors are also from a 5-cylinder engine and are running in the 1.9 engine (so far) without any problems .

In the AKTE image, the ESP from the AAT looks very much like a VP37 (specifically, just like the one from the 1Z).

Nozzle restrictors, shut-off solenoid valves, etc., indicate this.


But of course, images can also be deceptive.

m;

dieselmartin wrote:

But the images can, of course, also be misleading.

Yes... but even if the part numbers are the same except for the last letter (?), the nozzles are likely interchangeable.
I think the part numbers for the injectors on the 6-cylinder engines with VP44 pumps look quite different...

AAT nozzles are labeled with the code 046 130 xxx. Nozzles from 1Z are labeled with the code 028 130 yyy.

But the ACV (102 hp) / AXG (150 hp) engines are also known as 074 130 zzz.

AKN Düsen (which has a VP44) are designated with the code 054 130 uuu.

So, it seems that unfortunately, one cannot determine anything from the part number.


m;

Yes, the 5-series also has the VP37. So, would it be possible without any issues? How would the performance change? What else would I need to change? Or would I just need to change the injectors and that would be enough?

Best regards,

Nico.