Tuningreserven der Motorblöcke? | Posts 16+

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I couldn't find a decent phone number on my block

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It's the same for me so far. I'll take off the cover next week and look more closely.

Hi!

Okay, here is the source for the aluminum engines from the Cayenne: http://www.rheinmetall.de/index.php?lang=2&fid=1479

wbuchi82 wrote:

Since I have also previously considered the necessary modifications for converting my ASZ engine to an ARL, I have compiled a list of the most important parts. I compared the part numbers with those for the Golf 4, and they should be transferable to the A3. PDF comparison of ASZ and ARL attached. Best regards. EDIT Bertil: PDF added to the attachment

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*dusting*

According to wbuchi's download, the ARL-Wapu has 8 wings, while the ASZ-Wapu has 7 wings.
"Since I'm tuning my ASZ engine to 160 horsepower, I'm planning to install the ARL water pump at the latest during the timing belt change. Has anyone ever held the two pumps side-by-side and can say whether the space requirements are the same on the inside and outside?"
If the ARL pump impeller wouldn't fit into my housing because it's too large (as I once heard from Wendland over the phone), that would be quite annoying...

'On this occasion, I would definitely make sure that you get a WAPU with a metal runner, Ulf. I'm not sure if the runners on the WAPU models from ARL/BPX are still made of plastic.'

He is! I'll check sometime this weekend to see if I still have my old Wapu!

@ wbuchi82

In addition to that, it includes the complete replacement of all hoses and pipes, a different air conditioning condenser, and various small parts .

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Therefore, the ARL/BPX block is likely optimized for tensile strength and stability, while other blocks are more likely optimized for low friction between the piston rings and the cylinder bore (if I recall correctly).





What's the point of optimizing an engine block for tensile strength? Cast iron should only be subjected to compressive forces!

And why should one only optimize one aspect and then not consider friction?

knubbi wrote:

Quote: What's the point of optimizing an engine block for tensile strength? Cast iron should only be subjected to compressive forces!

The design goal of a turbodiesel engine is not to create a "milking machine" where the piston compressor primarily exerts pressure on the cylinder walls. The peak combustion pressures in a turbodiesel engine will exceed 100 bar. At these pressures, the cylinder walls are subjected to extremely high tensile stress.

Best regards,
Christian.

Hello (Ulf),

I was looking through some documents and noticed that there is an ASZ partial motor with the part number 038 100 103 NX, and a similar one for the ARL with the part number 038 100 103 QX.

I think there will soon be differences based on the vehicle's year of manufacture. There's also talk of a base engine, either the T20/T9J or just the T9J.

Therefore, I suspect that there was a single, common engine used over time. For example, in the Passat, both the AWX and AVF engines are listed as T9J.

Let's check with Seat. It seems the part number is the same for the BPX as it is for the ARL, but it's only listed as being compatible with the T20 as a base engine. I think it's likely that the T20 was the original base engine, and the T9J came later as an improved version. This part is apparently interchangeable for both.

Without going into the different types of gray cast iron, as I'm not very familiar with those and don't have much information about them.

Best regards, Charly.