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No way...

The worst thing is when firmware is involved.

CU Gremlin.

nope...

The worst thing is when firmware is involved.

CU Gremlin



.... and windoofs .

Let's go back to the topic: The engine control unit (ECU) shuts down for safety reasons if it doesn't receive a signal from the crankshaft position sensor.

What if you bypass this shutdown and switch to a mechanical emergency mode? You simply supply the flow control valve, the injection start adjustment, and the shut-off valve with constant emergency voltages, and then the system will function reasonably well. Of course, the injection start timing will be very inaccurate because it won't be adjusted. But it will operate with a constant power output, and that's all you need out at sea.

Or am I mistaken about that?

What's easier about this now than just converting the whole thing to a mechanical system all at once?

A lot of patchwork creates many potential sources of errors.

CU Gremlin.

Hi there,

While I can't say whether this applies to all TDi models, at least the industrial engines don't shut off when there is no speed signal.

"Please provide the text you would like me to translate from German to English."
When the speed sensor is defective, a failsafe mode is activated.
for which the donor provides a substitute speed signal for needle advancement G80.
During the test run, the injection amount is reduced.
The start of fuel injection is controlled, and the turbocharger pressure regulation is deactivated.
Does the alternative speed signal from G80 also fail?
The engine is switched off.

"From the TDi Technology Brochure by Volkswagen Industrial."

I can certainly understand the distrust of electronics (as I'm also in the field), and electronics combined with seawater is a very bad combination.
However, the conversion to mechanical components is likely not a simple task either. Bernd Jäger worked on it for over a year together with a team from Bosch before he managed to get it working properly, i.e., with reasonable performance.

greetings
Sure, here is the translation of the text from German to English:

"Dieter"

Hello,
Unfortunately, the company Bernd Jäger cannot (or does not want to) help me. They no longer sell those parts.
I'm still looking for the part numbers of a mechanically controlled fuel injection pump and turbocharger that I can easily install in my engine (AFN), and which cars they are available in. Can anyone really help me with this?
Best regards!

Hi,

As I mentioned before, I don't know if it will easily fit onto the AFN block, but I would equip the whole thing with technology from the AAZ engine. It was probably available in the early Golf 3 models, and possibly also in similarly old (early 90s) Passats.

Or you could sell the AFN block and look for a complete AAZ engine; you might even make a profit doing that.

Best regards,

Jan.

Jan6K wrote:

Or sell the AFN block and look for a complete AAZ engine; you might even make a profit doing that.

Hello,

That is the most sensible option. The AAZ engine, even with LLK (low-temperature coolant), delivers a stable 110 horsepower, it's simple post-war technology , and it also runs easily on vegetable oil (avoiding the typical smell of ship diesel).

If it absolutely has to be an AFN engine, I would leave the engine as it is and adjust the turbocharger (fix the control unit) so that it delivers the required boost pressure at rated speed and full load (which eliminates the need for a boost pressure regulator). It will be less powerful at low speeds, but a boat doesn't need to climb hills with a trailer attached; it also doesn't require torque at low RPMs (the torque requirement is four times higher at 4000/min than at 2000/min). I would take the ESP from a 1.6 TD or AAZ engine (available for around €25-30 at scrap yards). The impeller might be slightly different, but it will still run. These pumps control the injection timing depending on the speed (so injection timing regulation/NBF-Galama is also eliminated), and in a boat in Croatia, the last few horsepower aren't that important, and the Euro 3 standard probably isn't a dealbreaker , so there's no need to do such complicated modifications like Bernd Jäger does for TÜV-approved van conversions.


Best regards, Uli.

@ Sreser:
I just dug up this post because I'm interested in it.

How did the situation with the ship's TDI turn out?
Did you end up using an AAT after all?

Hello,

Why don't you just use an engine from a Mercedes-Benz, for example, a 220D? They come with and without electronics. The fuel consumption probably wouldn't be much worse than a retrofitted TDI, and the technology is far more durable. Also, it revs up to about 5500 rpm, which is better for a glider. In addition, the engine runs much smoother, and you don't have a turbo that could break down. In terms of weight, I would say it's slightly lighter, but it also has 0.3 liters more displacement. You wouldn't need to modify anything. It also runs much more smoothly .

The latest generation doesn't consume as much fuel. In the E-Class, which isn't exactly lightweight, you can easily drive on the highway with around 7 liters per 100 kilometers. I can guarantee that the engine burns everything that ignites spontaneously. I've driven it a lot and have always been satisfied with it.