Einspritzpumpen und Tuning (größere Förderkolben) | Posts 16+

On the eBay page, it mentions a "1Z engine" with 170 horsepower.

*scary* I'd like to see the engine failure.

I find what's written there to be rather utopian.

On the eBay page, it mentions a 1Z engine with 170 horsepower...

*scary* I'd like to see the engine failure.

I find what is written there to be rather utopian.

Why? As long as the turbocharger can handle it and the injectors are large enough, isn't there such a big difference compared to an anti-lag system? And that's where it becomes possible.

You're right, you shouldn't believe everything that's said on eBay.

Regarding the 12mm pistons, I will also share my thoughts soon, but I haven't yet reached out to my source of information. Let's see.

Regarding the durability of the engine with the extreme tuning described, I can't say anything definitive, but what is definitely being extremely overloaded is everything that comes after the crankshaft .
So, clutch, gearbox, and drive shafts.
The gearboxes that were installed in the 1Z models were really not designed for torque values far exceeding 300 Nm.

Regards,
Jens.

That's funny. You're all chattering away like blind people talking about color.
I've already modified a few 12mm pumps, and believe me, it's not worth it.
What you're writing here is correct. There are no idling problems, no black smoke, etc.
However, if you're only replacing the pump head, then I agree with you.
Then there are significant problems, ranging from considerable starting difficulties to a noticeable lack of power at higher RPMs.
'This entire system needs to be very carefully configured, both in terms of the pump technology and the software. Those of you who are experts in this area will certainly understand that.'
However, those who have ridden a 12mm bike know that it's worth it.
My reference ABN now has 207 horsepower and 417 Nm of torque on the dyno.
and: yes, after the modification, the tow hitch should last for approximately 8-10 hours.
'If you'd like to experience what it feels like to have that much torque, I'd be happy to take you for a ride.'
took an extended test drive.

I haven't checked the forum in a while and only stumbled upon it by chance. I'm signing out now and unfortunately don't have time to answer any further questions or comments.

I'm already aware that people are attacking me again.

@thomas: What kind of scams are you actually referring to?

probably, that this:

This whole thing has to be very carefully adjusted. Both the pump technology and the software need to be fine-tuned.

'None of the backyard tinkerers are doing it... and then there are these unrealistic claims floating around.'

The 11mm pump is already running close to the smoke limit with the .184 injectors, so without adjustments, it won't work.

IF you do it properly, meaning you choose the correct pump right from the start (one where the timing chain ring also fits) AND you adjust the fuel and injection maps to match the pump, THEN it will run like a cheetah. As long as the mechanics are sound .

CU Gremlin.

btw: The eBay link mentioned above should already be considered for removal due to its layout and the seller involved. Something like that looks just as unprofessional as the pump on the dirty chair...

Good day.
I would like to tell you something about a VP37 with a 10/11/12 or even (14mm) piston, used in VW 1997 racing, but only in testing, not on the track, as only 12mm pistons were used.
Fuel injection volumes.
10mm = 51mg
11mm = 64mg
12mm = 81mg
14mm equals 95mg.
'These are the maximum values per piston stroke, which are only theoretically achievable; in reality, they are all about 3-6mg lower.'

2: Services that are possible.
10mm = 51mg. Max dosage = 160-170mg (for experienced users).
11mm = 64mg. Max = 180 (hardcore).
12mm = 81mg Max = 210??? hardcore.
14mm = 95mg Max = ??? hardcore
Everything is done with aftermarket parts, always hardcore, and always involves a complete overhaul, including a turbocharger, clutch, etc., approximately costing [amount] depending on the base engine and environmental conditions.
There is always room for improvement, because we are human beings and we are constantly evolving!

3: Nozzles 216 T4
Bringing alone accomplishes nothing, or maybe it does, with the 3 Ps.
Why?
Because the pump determines the flow rate, not the nozzle, it does have an advantage: it has an opening pressure of 220 bar, compared to 205 with 190 bar.
This means the pressure increases by approximately 30 bar, which causes the spray to start slightly later and be finer.
We'll just ignore that for now.
Recommended for use with pistons from 11mm upwards; essential for pistons 12mm and larger. There's also a 260 main jet available, which is only really necessary for use with pistons 12mm and above. Awesome!

4: Control unit (chip)
Without it, nothing works.
The topic is too broad for this forum and needs to be re-evaluated regularly.
And with the 11-12 mm pumps, multiple adjustments are needed to achieve optimal performance.


5: Turbo.
VNT15, only 10mm.
VNT 17 10/11/ also also 12mm, just like that.
Vnt 20: Only 12 boost pressures above the set value, starting from 1500 RPM, with a maximum of 1.8 bar. Overboosts up to 2.3 bar.

6: Compaction.
Please provide the German text you would like me to translate.
'Why should I change it? I haven't seen any defects yet.'
'Except for one of the AFN series in the cold storage, it only started working after 3 years.'
Torment.



7: Durability.
It's probably clear to everyone that a 100% increase in performance won't happen without consequences, right?
But we Faherns also don't use a production engine.
Crankshaft, connecting rods, and pistons: I haven't changed them yet, and so far, everything is holding up. But eventually, I might have to say it's too much power.
Clutch: Doesn't hold. Not even a little bit. GRINSSS (Sinter).
Transmission: We're talking about a 5-speed ZF transmission. The ZF company is a symbol of quality. I believe it's more durable than the newer 6-speed transmissions. I only install the 6-speed because of the gear ratio; it's not a ZF.
The 6th gear has been holding up so far, and that's without any issues.

8: Why EVERYTHING!

To save fuel? To drive 500,000 km? To change the oil every 50,000 km?
Or maybe because I have too much money? Who knows.

Honestly.
I drive and modify things to be the first to reach a speed of 250 km/h while driving over train tracks.
to achieve 400 Nm of torque at 2000 RPM. To annoy a R32.

Simply because it's fun, because I'm addicted to performance, to progress, to power.
'I don't care if the motors only last for 1 year, or if I now need 8 liters instead of 6, or if the tires only last one summer, or if the brakes are blue after 2 uses; I can see the others in my rearview mirror.'
When something breaks, it's replaced with something bigger.



Sure, here's the translation:

'PS:'
This conversion is extremely expensive, and anyone who does something like this must accept that I drive a racing car, and there is no more warranty on anything.
If one turbine has been maintained a million times, it might break down after only three times for another one. But that doesn't mean the world will end.

My experience is entirely based on practical application: 5 years of diesel conversions and 5 AFN conversions, specifically 4 with 12mm injectors and 1 with an 11mm injector, which was later changed to a 12mm because it wasn't providing enough fuel after a few weeks.


Okay, everyone, please read this before you respond. These are my experiences with the pumps, and please don't give me the usual 'it's not possible' answers, or ask who among you has done something similar before.

My recommendations for a 12mm vehicle.
Oil change after 10,000 km.
Timing belt replacement after 60,000 km.
Drive carefully, and if the oil temperature reaches 120-130 degrees Celsius, stop.


The rest is up to you.

Please excuse my spelling; I was always the one fetching chalk in German class (just kidding).

Sincerely,

Mirco

Remember:
There is always room for improvement, because we are human beings and we are constantly evolving!

3: Nozzles 216 T4
Bringing alone accomplishes nothing, or maybe it does, with the 3 Ps.
Why?
Because the pump determines the quantity, not the nozzle.

I can refute that.

why?

Take a look at an ALH with an automatic transmission...

11mm pump.
158 injectors.
66 kW

norm:
10mm pump.
184 nozzles.
66 kW.

or ASV
10mm pump.
205 nozzles.
81 kW

-> The same pump is used in both ASV and ALH models!

-> both determine the amount.

The automatic version has higher injection pressures at the nozzle, which results in better emission performance, hence this clever solution.

CU Gremlin.

corrado-TDI wrote:

3: Nozzles 216 T4 Bringing alone accomplishes nothing, or maybe it does, with the 3 Ps. Why? Because the pump determines the quantity, not the nozzle.

Hi,

Based on my experience (and perhaps others'), simply changing the injectors from 205 to 216 size noticeably increases power, as "proven" in a test between 2000 and 4000 rpm (roughly ~15 horsepower).

Hello everyone!

[url][/url]

The following link offers a conversion kit for 11mm pistons.

Furthermore, I would like to reiterate Ulf's opinion, as I too have experience with turbo tuning (without modifications to the fuel pump) and can speak of noticeable differences.

Furthermore, I would like to dispel the rumor that injectors with a 220-bar opening pressure inject later than those with a 190-bar opening pressure.
No!!! That is complete nonsense, as the start of the injection is controlled via the NBF.
Only the static injection start position shifts towards a later timing, which can be observed in the basic settings mode using VAG-COM. This shift only occurs because, in the default settings mode, the regulation is deactivated.
In the worst-case scenario, it might be necessary to slightly adjust the timing of the pump, advancing it a bit, if the injection start control range is no longer sufficient.

Under normal, regulated engine operation, the injection start is maintained within the specified range by the EDC (Electronic Diesel Control) and the feedback value of the NBF (Needle Lift Feedback) signal.
This actually means that the main injection occurs earlier with 220-bar injectors compared to 190-bar injectors, because the pressure difference to the main stage (300 bar) is smaller!

Theoretically, this should lead to a slightly faster pressure increase, a louder operating noise, and improved efficiency.
It would also be interesting to know whether the injection duration has been adjusted to the increased injection pressure for engines with the same performance but different emission classes (e.g.,). AHF -> ASV, AGR -> ALH.
It would be worthwhile to compare the engine start-up logging data under the same operating conditions; perhaps we can derive some useful insights from it.

Regards,
Alex.http://www.kermatdi.com/Store.asp?m=KermaTdi&n=10&k=121605&s=Order+other+items{MARKER}

I will definitely never install nozzles again before replacing the fuel pump.
'In my case, there were no noticeable differences, and that's my experience. Also, a few customers have confirmed the same. Perhaps your original injectors were also defective!'
and that so-called conversion kit is just a piston, which isn't a kit at all.
I understand 'incl.' to mean 'including.' Customized chip, minimum.

'No one can tell me they're modifying a fuel pump and *not* adjusting the engine control unit (ECU), and then achieving power outputs exceeding 150 horsepower. I want to see someone do that.'

AND I want to emphasize again that the nozzles do NOT determine the injection quantity.
Do you give it more fuel when you change the nozzles???
If the pump injects a quantity of 38mg in gas mode and load state X, then only 38mg can reach the nozzle.

If anyone wants to try driving a modified AFN (presumably a specific type of vehicle), I'm happy to go for a test drive with them.

Best regards,
Mirco

AND I emphasize again that the nozzles do NOT determine the injection量.
Do you give it more fuel when you change the nozzles???


Exactly. And significantly so. This is already evident in the differences between the engines with 66 kW and 81 kW. The only hydraulic difference between them is the nozzles.
If you equip the 66kW version with the larger 81kW nozzles, you will get approximately 81kW on the test stand.

If the pump injects a quantity of 38mg in gas and load condition X, only 38mg may reach the nozzle.


Exactly... if you remove the nozzle!

The pump, pipe, and nozzle are, after all, a hydraulic system.
Diesel is compressible (and surprisingly so). The pipes expand. The fuel pump has leakage losses, and there are other factors as well.
'Only 38 cubic millimeters are passing through the nozzles.'
because: if I want to promote the pure displacement volume, I must not build up any pressure at all! Definitely not 800 bar...


I want to reiterate the point about the automatic ALH engine. It has an 11mm fuel pump and 158 injectors, so a larger pump than usual but smaller injectors. And it has 66 kW of power. That's it.
What's likely limiting the fuel injection amount here? It's not the EDC (Engine Control Unit), because it's operating in the same way as usual, and even injecting slightly more fuel in the higher RPM range compared to the shift-point coding.

The pump exerts significant pressure against the small nozzles, which results in increased leakage losses within the pump and a larger expansion of the pipes. The pressure in the high-pressure chamber and at the nozzles is considerably higher than in a standard configuration. This is intentional in order to reduce emissions.
When equipping the automatic ALH engine with 184 injectors, it results in approximately 90 kW of power.
only through the nozzles! and the original ones were definitely completely defective after 20,000 km .

CU Gremlin.

In this example, the nozzles are too small, which limits the output.
However, if the nozzle is too large, the pump won't be able to provide enough pressure, and it won't make any difference.
There was almost nothing noticeable about the abortion.
I'm not going to share any more about my experience.

Best regards,
Mirco

Just to add, the 66 kW and 81 kW engines are not identical in terms of the fuel pump. The fuel injection start regulator, the plunger, and the housing are all different.

Best regards,
Mirco

Why do identical VW and Bosch part numbers appear on some parts?

'Even the AKTE catalog lists the same pump for engine codes such as AHF, AGR, ALH, and ASV, for example.'

Please, for fun, enter the Bosch part number (0 986 440 509) into the Bosch online catalog and click on 'vehicle links' .

CU Gremlin.

I have a 1Z pump manufactured in 1996 and an AFN pump manufactured in 1997. They are definitely not the same part numbers.

Best regards, Mirco.

gwahhh

The 1Z unit has the old pump with potentiometer feedback from the actuator. This is the first row of the VP37-EDC series.

The components from the 1Z engine are almost completely incompatible and differ significantly from the injection system used in later models.
For models starting with AFN, AHF, AGR, ALH, and ASV, the pumps and EDC are the same. The 1Z is the previous generation, so you need to be careful!

That's well-known, but it could have been mentioned.

CU Gremlin.