Golf 4 TDI ASZ auf 200ps oder mehr Leistungssteigern | Posts 16+

17-12-2008, 22:34 Subject:

If there are 12.9mm screws available, I would replace them one by one, and that is before the head gasket fails!

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Of course, the AGR valve and the shut-off flap take up a lot of cross-sectional area. It can't get any worse than removing the internals.

18-12-2008, 9:00 Subject:

teileklaus wrote:

If there are 12.9mm screws, I would replace them one by one before the head gasket fails!

You mean, without removing the head?
1. Only loosen the screws according to the specified order, but not completely "as if the head were to be removed".
2. then replace all the screws alternately with 12.9 screws and immediately tighten each new screw back to level 1 according to the assembly instructions
3. Subsequently, complete the remaining dressing according to regulations?

If this were a safe and proven method, I would also replace my screws with ARL parts as a precaution.
Have you successfully implemented this on TDIs before?

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I know someone who successfully modifies 'RS2' customer cars. He says it's very important to thoroughly verschandeln the threads in the block. If there's oil in the hole and a new crankshaft is installed, the oil can no longer escape from the hole. When the engine runs, the oil expands due to the heat and can break off a piece of the block. I've even seen this happen myself.

18-12-2008, 19:50 Subject:

Hello

So, installing this replacement pipe without the AGR (Exhaust Gas Recirculation) valve and the shut-off flap is not an option. Anyone who knows a little bit can immediately see that this is not original. For the TÜV and so on.

It's best to preemptively replace the screws individually... and even without removing the head. I don't trust it. If the head warps or the head gasket fails afterward, it will be a major problem. If you already have the head off, you can directly verschandeln the valves, re-grind the valves, and install new shafts. It's really great work

By the way, the charger I have is actually an Ibiza Cupra BPX charger... 200 horsepower should be achievable. Who has already pushed this charger to its limits?

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BPX and ARL both have the same 1749VB charger, but newer engines like (all?) the 2.0 TDI 16V with 170 hp have a more advanced 1749VC. I can't say exactly which details were changed. I think the 1749VB was definitely being pushed to its limits when I installed it. Until it started to scream... I wasn't able to use it on the dyno, but there was clearly more power than before with the ASZ charger (1749VA). I had 169 hp on the dyno with that. Just by listening to it, you could tell that it was simply too much for the charger. He was operating at 1.75 bar, although he couldn't quite maintain that pressure at the top.

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how discreet the LLK from Cupra is..........

19-12-2008, 9:37 Subject:

RTDI-Tom wrote:

BPX and ARL both use the same 1749VB loader. . .

The eternal topic . . .
Yes, the term VB is the same.
But:
1. The VAG part numbers are different.
2. The software for the corresponding engines shows such significant differences that I am more inclined to believe that they are not (completely) identical.

21-12-2008, 19:58 Subject:

Can a {MOTOR} that spins too fast actually be heard?
I also have a GT1749VB and a kind of "screeching" sound.
I initially thought I had a leak in the intake system, but I couldn't find one, so I'm assuming there isn't one.

22-12-2008, 23:00 Subject:

Hello

Okay, there's some news. Instead of buying Christmas gifts, I fitted the Cupra LLK to my Golf today.

Pictures speak louder than words. It was a lot of work, but it was worth it.
It needs to be heavily modified. For now, the part fits perfectly and holds securely with the self-made brackets I installed. I have painted the LLK (presumably a component) black and matte at the bottom to conceal it. I don't want it to be visible. Now, I just need to buy a few Samco hoses and a MAP sensor adapter, and then I can try out the LLK. By the way, my Golf Borafront doesn't have headlights, so that's probably why.

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