ASZ-Upgrade auf EU4 "grün ohne DPF"? | Posts 16+

ulf wrote:

... Wow: +100 kg of rotational inertia due to 15 kg of extra base weight? Are the 1360 kg of flywheel mass listed in the KBA (German Federal Motor Transport Authority) specifications (for ASZ / BLT / BPX / BUK) also included in the standard configurations, or how are they determined? Is there a standard table for vehicle inertia that allows you to estimate the inertia mass of a vehicle based on its actual weight?

Yes, I'm also wondering where they get these weights for the type approval tests, or what kind of vehicles they are showcasing.


I have to slow you down one more time.

BLK and BUK engines use an electric throttle body and both have a water-cooled, regulated EGR system. For you, only the BLT conversion would be an option, as that was the only one available for the Polo.
However, I'm not entirely sure about the engine control units (ECUs) for both engines. They might be EDC16! That could be a death sentence for your project if they need to be replaced.

Bertil wrote:

I have to, once again, slow you down. BLK and BUK use an electric DK,

a document tells me: The AGR unit from the BUK is 038131501AT = the same part as, for example, in the G4 ASZ and ARL,
The BLT has the same engine code (AGR) as the AXR.

Quote:

and both have a water-cooled, controlled EGR.

. . the same as, for example, the G4 ASZ automatic and (again) the ARL. It should be possible to retrofit it with reasonable effort, IMO.

Quote:

For you, only the BLT conversion would be an option anyway. That's the only one that was available for the Polo.

The Ibiza 6L is practically the sister model... which regulation would definitely prohibit the reconstruction of the BUK in the 9N?

Quote:

However, I'm not entirely sure about the engine control unit configuration for both engines. They might be EDC16! That could be a death sentence for your project if they need to be retrofitted.

The BLT and BUK engines definitely still have the EDC15, even with the same data basis as my MSG 019LA. I could already get the exhaust-related parts of the BUK software into my MSG...

ulf wrote:

... akte tells me: The AGR unit from the BUK system = 038131501AT = the same part as, for example, in the G4 ASZ and ARL systems .

My OE list says AXR/BLT.
The data for the BUK is very contradictory. Suddenly, in addition to the normal PDEs, it also has PPDs and 16 valves in the parts list. So, I don't trust any of that information. I'm only comparing it to the BLT now, because I have reliable data for that. And the BLT was available in the Polo.

Quote:

The BLT has the same engine code (AGR) as the AXR.

Yes, definitely.

Quote:

The Ibiza 6L is practically the sister model... which regulation should definitely prohibit the reconstruction of the BUK in the 9N?

The incorrect key numbers and the wrong base.

There were then suddenly your problems.

Quote:

BLT and BUK definitely still have the EDC15, even with the same data basis as my MSG 019LA.

That makes things easier.

Quote:

I could already integrate the exhaust-relevant parts of the BUK software into my MSG . . .

I have always assumed that .....

It should be clear that this renovation is not for everyone, and certainly not for those looking for something simple.
I'm just concerned about the documentation for the STG modification. It might cause some stress during the individual inspection.

Bertil wrote:

... The incorrect key numbers and the wrong base. ...

While doing this, I just noticed that a Golf with the AXR (EU4) engine has the same key number as a Golf with the ATD (EU3) engine.

Only the pollutant codes are different.

Ulf,

What about the pistons in the different engines?
I can imagine that the PD1.1 elements are also shaped differently due to the changed injection geometry.
If that is the case, then your plan would become extremely complex.

Perhaps it will help

ASZ + ARL + BLT - Volume of the combustion chamber cavity: 24.60 cm³
AJM + AUY - Volume of the combustion chamber recess: 23.60 cm³
AXR + ATD - Combustion chamber cavity volume: 22.85 cm³

Bertil wrote:

ulf wrote: ...the document tells me: AGR unit from the BUK system = 038131501AT = the same part as, for example, in the G4 ASZ and ARL systems . My OE list says AXR/BLT. Here are the data for the BUK, which are very contradictory. Suddenly, in addition to the normal PDEs, it also has PPDs and 16 valves in the ET list. So, I don't rely on anything there. I'm only comparing it to the BLT now, because I have reliable data for that. And that was available in the Polo.

I once asked in a "source forum".
http://www.ibiza-forum.de/index.php?page=Thread&threadID=70369
and I received the attached picture, among other things. This confirms the record, and therefore I'm currently accepting this information as correct.

Quote:

Quote: The Ibiza 6L is practically the sister model... which regulation should definitely prohibit the reconstruction of the BUK in the 9N? The incorrect key numbers and the wrong base. There were then suddenly your problems.

And what possibilities do you see (now) for solving them?
After all, some companies, for example, convert the Polo TDI to a 1.8T engine and have everything properly inspected and approved.

ulf wrote:

... And what solutions do you see (now)? After all, some companies, for example, convert the Polo TDI to a 1.8T engine and have everything properly inspected and approved.

Sure, please provide the text you would like me to translate from German to English. I will only provide the translation.

Some companies, for example, convert the Polo TDI to a 1.8T engine and have everything "properly" inspected and approved.

I know a lot of these entries, but I understand "correct" differently.
Because the key numbers must not be changed. That's simply the way it is. Unfortunately, this is not always observed, and I would not describe it as being "correctly" entered.

And even if he changes the TSN (Vehicle Registration Number), what should the TÜV inspector enter if that combination wasn't present in your car? Then, "000" will be entered as the TSN, and you'll be held responsible. Say goodbye to the green sticker.
For imported vehicles registered with the "TSN 000" code, the owner must obtain a corresponding certificate from the manufacturer to demonstrate compliance with the General Operating Permit (ABE). This requirement does not apply to combinations that were not originally offered as standard equipment.

What do you want? The 'poor' Peer Steinbrück doesn't even know anymore how to extract money from his fellow citizens with every bit of nonsense, and you come along with such anti-state, heretical, and highly revolutionary reform plans.

"No, that's not how it works. A new car and new taxes are in order."

Bertil wrote:

The key numbers must not be changed. That is simply the way it is. Unfortunately, this is not always observed, and I would not describe it as being "correctly" entered at all. And even if he changes the TSN (Vehicle Identification Number), what should the TÜV (technical inspection) inspector enter if that combination wasn't present in your car? Then they'll enter "000" as the TSN, and you'll be the one held responsible. Say goodbye to the green sticker. For imported vehicles that were registered with the TSN 000, the owner must obtain a corresponding certificate from the manufacturer. This serves to demonstrate compliance with the ABE (General Operating Permit). This requirement does not apply to combinations that were not originally available as standard equipment.

So, does the construction monopoly (including legally compliant approvals) lie with the major automotive manufacturers?
Why are they considered "better" than a private individual? For a new design, such as the Golf 6, there are initially no TSN .

ulf wrote:

... So, does the construction monopoly (including the required approvals) lie with the major car manufacturers?

No, why?
Register yourself as a vehicle manufacturer. However, this involves many hurdles and obligations.
You can also register your Poldi as a "homemade" vehicle. However, in that case, you are responsible for all problems related to and arising from the vehicle. This also includes obtaining emissions test reports and other permits. Even installing replacement parts becomes a major undertaking, because as the manufacturer of the vehicle, you have to prove that the part does not pose a danger to anyone.
Unfortunately, you don't seem to be considering all the work that goes on "behind the scenes" to ensure your car is roadworthy or remains so.

Quote:

Why are they considered "better" than a private individual? For a new construction, such as the Golf 6, there are initially no TSNs

.
Yes, they have existed long before the car is released to the market.
During the testing phase, these cars had the most ingenious entry in the vehicle registration documents that exists: "Test vehicle of the vehicle manufacturer" according to §19 paragraph 3 of the German Road Traffic Act (StVZo). In some cases, even without a vehicle identification number... or with the entry "manually entered."

Even most "street-legal" competition vehicles have this feature.
There's no sticker available for that, though.