TDI Injector Adapters for PD Engines

Hi,

due to circumstances.

Hab hier am Schreibtisch einen defekten Düseneinsatz von einem PD- Element herumliegen. DSLA 150 P 1247.

Bosch's parts catalog cannot find the part number because, according to Bosch, these components should not be disassembled. However, when dealing with TDI injectors (e.g., DSLA 150 P 502), it is not a problem to obtain the Bosch part number.

Since these are DSLA 150 injectors, the spray angle is the same as that of the VP37 TDIs. This would mean that you could potentially use (4 identical) injector nozzles from the TDI as replacements.
Now, the question arises: what about the hole diameters in the PD injector? Logically, they should be significantly smaller than those in the TDI injector, given that the injection pressure is considerably higher.

That would mean the engine would be flooded with diesel if I were to use, for example, the DSLA 150 P 357 injector from a 1Z/AHU engine. Alternatively, there's the 0.158 injector from the automatic ALH transmission, or the 0.170 injector (DSLA150P706) from the ALH or ANJ engines.
"I'm probably not the first person to have this thought, so I'd like to know if anyone has any experience with it, or if they know of any interesting links related to it."


Greetings.
John.

Doesn't fit . Take a look at the needle.

Well, the stylus tip is slightly different, but they fit together mechanically, and the beam angle is also correct.

"To put it another way: are these items possibly available from other aftermarket suppliers like Herzog, Bosio, etc.?"

@Rainer: Nothing against your tuned injectors, but if I were to use them (which is certainly an option), I would then have to painstakingly adjust the injection duration maps to get back to the stock fuel volume .


EDIT: I just saw that the needle is a few tenths of a millimeter behind .

Even if it were theoretically compatible, the alloy of the steels is different. The nozzle is C-coated, and the nozzle body is also made of a harder alloy. When installing alternative, 'softer' nozzles, the erosion occurs very quickly due to the higher pressure (over 2000 bar compared to 1050 bar). There's a reason why the market launch of the PD system took so long until 1998.

Best regards!

That doesn't worry me as much. Considering how many components, despite being misused, like with chip tuning, still last for a relatively long time, it won't fail because of that.

Quote:

It's no wonder that the market launch of the PD system took so long, until 1998.

Bosch has been offering Passenger Car Diesel (PKW-PD) technology since around 1994, but no manufacturer has used it until now. This is because it wasn't required to meet emissions standards at the time.
"PD" (presumably referring to a specific technology or component) had been present in trucks for decades prior, and even Russian tank engines from World War II had it. Similarly, various GM locomotive engines (2-stroke diesel) from the 1950s and 1960s also featured "PD."

Well, chip tuning doesn't increase the fuel injection pressure by, say, 100%.

For VP37 injectors, Bosch specifies a pressure of 1250 bar on the injector side. With various hardcore tuning modifications (including a 12mm main injector nozzle and significantly extended injection times at high RPM), pressures of 1600 bar can already be achieved.

PD specifies a pressure of 2050 bar only at the rated power output speed plus full load.

Common rail systems (in passenger cars) typically achieve pressures of only 550-700 bar within the range of the New European Driving Cycle (NEDC), depending on the emission standard.


I wouldn't see it as so critical, but I'd rather leave the experimenting to someone else .