Änderungen 115 PS > 150 PS TDI Golf Vier | Posts 16+

Nargh....früher war der PD_115 leider nur mit den 280ern ausgestattet. That's correct, as far as it goes.

Starting with model PD_130, the FN-3 brake was installed with a 288mm rotor, and the PD_150 already had it. I even have an FN-3 brake on my own PD_130.

For safety's sake, I would definitely install a larger brake.

And the guy at VW should take a closer look...

Okay, I understand!
I'll tell the guy that at some point, so he doesn't have to remain in the dark any longer!

Thank you both for your quick responses!
I'll start looking into getting a V6 brake system.
At RAR, the cost, including the trade-in value of my wheel hubs, is 350 euros.

If anyone knows where it's cheaper, please let me know!

'There used to be a list on this page showing which gearbox and engine combinations were used. It wasn't just one option for the ARL; as far as I remember, there were at least 3, and even 5 or more for the 130PS version!'
The translations weren't all the same either. Search for the list (via the link in the sitemap). It was created by MichaelII and was very informative.
I wanted to install a 6-speed transmission on my 110HP AHF, but there were several things that were different (clutch, speed sensor), so I gave up on that idea and only extended the 5th gear. My maximum speed, according to the speedometer, is now beyond 220 km/h, which is the maximum reading the speedometer can display .

Stefan.

Hm, you could just ask VW directly... but please don't hold your breath for too long!

Hello Kenny,

It may be true that there were multiple combinations, but dan.jel had the exact transmission identification codes with the correct gear ratios (according to Michael II's list).
Therefore, he doesn't have any issues on the transmission side, meaning he can use the DRW PD115 transmission with the PD150.

The only issue is the brakes.

I already had a chip installed, and after 60,000 km, there was a hole in the piston. (No one knew if it was due to the tuning.)
VW fortunately provided me with a new engine block, including the turbo, exhaust system, oil cooler, etc. The engine control unit was reset to its original state, due to a possible inspection by VW to ensure that the new engine is now in good working order.
The 'new' one is about to reach 50,000 km, it runs great, but it just doesn't have enough power for me. (But that's why I still haven't driven it too hard.)



*g* The famous 'hole-piston' engine.
How powerful was the engine with the chip?
Was the chip installed in the 115 hp PD model?
Did they open the engine control unit after the engine failure?
They should have seen the soldering pads. Unless you applied VAG tuning.
But a soldered-in control unit doesn't necessarily indicate tuning.
'How much will you approximately ask for the old engine?'

I wish you good luck and lots of fun with plenty of torque.



You don't need to look at the MSG to see if the engine was tuned. The piston goes to the lab, where the Shore hardness of the piston is measured and compared to a value that the piston should still have after a certain mileage. If the Shore hardness is significantly lower than that value... bingo! The past has shown that this is a very reliable method!

Well, it doesn't really matter anyway... I got a new engine back then, and...
TADA:
The 150 horsepower TDI model was delivered today.

Including: Intercooler (huge!!!), engine control unit (ECU), complete wiring harness, front brake system compatible with V5 and 150 HP TDI engines (288mm), and a catalytic converter (in case the old one doesn't fit).
Everything is wonderful and looks good from the outside.

I might still swap them out for V6 front brakes.
Safety is paramount, and it also looks better!

How about the power brake booster? Is it the same one?

The BKV (battery voltage) should be the same. You just need to ensure that the MSG (message) on the CAN signal from the ABS control unit is correctly encoded and that they can communicate with each other. Make sure everything is wired correctly.

Okay, so if you already have a Clima unit installed, when you remove it, you need to hang the compressor from a wire; draining the refrigerant is unnecessary. They should be essentially the same, whether they are the PD_115 or PD_150 models, and they can be driven by the same belt.

Refilling costs approximately €50-100 at VW.

Hi,

PD-Öl 50601 is relatively inexpensive at www.motorenoelshop.de (13 €), and even cheaper on eBay (around 9 €).

I would definitely buy the timing belt and the pulley set from a reputable dealer. According to ContiTech, there are so many different tooth profiles and revisions that things can easily go wrong if the parts supplier isn't 100% knowledgeable.

It's not so expensive that it would cause a failure in such a complex renovation project. You can still save up for it until mid-August .

Okay, thank you!

I've also heard about using a climate compressor, and it's probably the easiest option.

I need to check if the MSG will work.
How could one possibly test something like that in advance?
Does the wiring harness have to be the same? (Perhaps it's the same one?)
Are there any other typical characteristics?

Thank you, Julian and Roger, for your help!

You cannot test that beforehand. It's not primarily related to the wiring harness. This concerns the communication between the ABS control unit and the main control unit (MSG).

Connect everything properly. It might work right away, but if not, adjust it using a laptop or with the help of VW support.
The wiring harness won't be the same; I think the control unit has more pins.

Mid-August - it continues!

First, regarding the oil for the pump-nozzle engine:
I need to use an oil that is approved according to VW standard 505.01.
I already bought Liqui Moly DIESEL HIGH TECH 5W-40, and it cost 28 euros for 5 liters!
Or has anyone had bad experiences with it?

I replaced the braking system today.
It only took an hour, thanks to expert help, and now I've at least managed to install the FN3 tires, which are 288mm in size.

'Does anyone know someone who has a V6 braking system lying around? (Dealer, scrap yard, junkyard, anything goes). I could also trade in my complete FS III system with shock absorbers.'
I would like to go and buy it tomorrow if possible.

Best regards and have a pleasant evening.
Daniel.

It had been a long time since there was any news about the engine conversion...
My friend and I haven't had time to take the car apart yet.

The brake system was already replaced two months ago.

I also bought parts for the timing belt replacement, oil filter, air filter housing, and some small items, because those from the AJM engine have noticeably smaller diameters.

The wiring harness has been replaced, the ARL engine fits the DRW transmission, and the engine fits perfectly... Well, let's just say it's a very tight fit!
However, the intercooler doesn't fit in without any modifications!

Unfortunately, a new door actuator (part number 1JO 805 588 L) needs to be installed, along with a different refrigerant condenser (part number 1JO 820 413 H) – the other one has the ending letter 'D' – and the corresponding refrigerant hoses (part number 1JO 820 721 AD).

My opinion is that the suggestion to install a second intercooler on the other side is not feasible. Has anyone already done this?

I hope we don't have any more surprises in store for us, and that the WFS will work with the MSG.

Best regards,
Daniel.

@Dan.jel


Is your 'donor car' also a Golf 4?


Why don't you write to Volkswagen or give them a call? They usually offer assistance with these kinds of issues.
They will then send you a parts list with all the part numbers you need to install or modify on your Golf, and at the same time, you save the cost of individual inspections because a certificate of conformity or something similar is included. The TÜV inspector will only check the part numbers on the car, and that's it.

People who converted their old 45 horsepower Polo to a G40 engine received a list from VW. (The conversion was done to lower insurance premiums.)


Just contact VW; you're probably not going to find the part numbers for the parts you need any easier.


Best regards,
Ingo

Part numbers are not the problem...

And I got the large LLK (likely referring to a component) from the donor car.
Just don't let the rest of the front line fall.

VW doesn't know if the small LLK (likely referring to a specific part) will fit, they even offer a larger one specifically for the Golf!