Pkw Diesel als Schiffsdiesel umrüsten | Posts 16+

Who can say which car with a TDI engine this might be?

http://www.volkswagenmarine.com/deutsch/tab_150.htm

Yes, as Matthias already wrote:
The engine you linked is based on the 5-cylinder TDI, which was used transversely in the T4 and longitudinally in the Audi 100 / A6 C4.
If you're going to do it, you should probably just use the marine generator directly.
It's unlikely that transplanting a gasoline or diesel engine from a car into a boat would work without complications. VW Marine is certainly not doing this work for free, in any respect.

chris11 wrote:

Hello, Just out of curiosity, have you ever calculated the fuel consumption of a diesel engine at full load? If you need 150 horsepower for cruising, the fuel savings compared to a gasoline engine might not be that significant. Diesel engines offer their greatest advantage in partial-load conditions. Best regards, Christian

Hello Christian,
It's not about saving money. There are very few fueling stations for sailboats where you can get gasoline. Diesel is available everywhere where there are professional shipping courses. Getting 200 liters in canisters from a roadside gas station is really inconvenient. When we sailed from Berlin to Hanover, I had to take a detour of 60 km near Magdeburg. Then, I paid a normal price of 320 euros for 200 liters.

Gremlin wrote:

well... When I look at my colleagues... "In the 1.8T engine, it never consumed less than 14 liters of premium gasoline." He is still desperately trying to achieve a score of over 8 liters in the ASZ competition. driving profile naturally the same. I would say that even under full load, the diesel engine is more fuel-efficient. The question is more about what amount of torque he needs at the screw to reach its slipping point, and perhaps the TDI engine might offer advantages in that regard. CU Gremlin

The 4.3-liter V6 engine with 200 horsepower produces 300 Nm of torque, while the 2.5-liter 4-cylinder engine from Volvo Penta has 150 horsepower and also delivers 300 Nm of torque. This engine was also installed in these boats.

Yes, but doesn't the diesel engine distribute its torque differently than a gasoline engine? Or do transmissions not make an exception to that?

We have the AQ 290 DuoProp drive system.
It was also used for the V8 8.5-liter engine with approximately 350 horsepower.
The RPM of the AQ 205 V6, the TDI, and the Volvo Penta AD 31 with 150 horsepower are roughly the same, ranging from 3600 to 4000. The drive system doesn't have any problems with this speed. Fine-tuning can be achieved by adjusting the pitch of the propeller. Mechanical adjustments to the drive system can also be done yourself. Today I picked up an OM 601 engine. I had them give me a defective transmission along with it. This will be used to build the adapter between the OM 601 and the Volvo drive unit.
VW Marine even offers an adapter for the Volvo AQ 290 drive unit.
My friend will weld the exhaust manifold with heat exchanger for me, using stainless steel grade V4A.
My idea is to use a TDI automotive engine with some parts from VW Marine, including a turbocharger...
to combine.

Is there a table listing the engine codes, their technical specifications, and the car models they were used in, along with the production years?

I've never seen a TDI engine completely disassembled before. Does anyone have any pictures?
I think that if the turbo is positioned further away from the engine, it won't be as aggressive, but that doesn't necessarily need to be the case for a boat either.
If I understand correctly from the VW Marine website, they also have a mechanical throttle control. Does that mean it has a mechanical fuel injection system?

Here in the forum, there is a list of engine codes including most of the standard specifications.
"I wouldn't worry too much about the gas pedal itself. If necessary, you could do what some people do with a T3 and install a TDI engine, but instead of disassembling the gas pedal to fit it in a strange position, just mount it somewhere and connect the cable from your regular throttle control – that should work."
I didn't know you were using adjustable propellers; that gives you a lot of options for achieving gliding speed!

matthiasTDI96 wrote:

Here in the forum, there is a list with engine codes including most of the standard data. "I wouldn't worry too much about the gas pedal itself. If necessary, you could do what some people do with a T3 and install a TDI engine, but instead of disassembling the gas pedal to fit it in a strange position, just mount it somewhere and connect the cable from your regular throttle control – that should work." I didn't know you were using adjustable propellers; then you have many options to achieve gliding speed!

Hello Matthias,
I probably didn't express myself very well there.
There is no such thing as a variable-pitch propeller in that sense.
You operate the new machine using the propeller you currently have.
It records the maximum RPM when running at full throttle.
With this data, you can go to a reputable propeller repair specialist.
This will calculate the diameter and pitch of the new propeller so that the new motor can operate at its optimal speed and torque.

Okay, I understand now.

Well, I was also wondering. I thought you had installed a real adjustable propeller. That made me gasp with awe while looking at the screen.
Okay, but that part would definitely solve the problem. Well, maybe you'll have to attach a 3-cylinder TDI engine to the hydraulic pump to get the necessary pressure.
A "CVT VTG" transmission in water is quite something special...

Thank you for the clarification; I admit that my assumption regarding the affordable sports boat sector was somewhat exaggerated.

matthiasTDI96 wrote:

Ah, now yes. Well, I was also wondering. I thought you had installed a real adjustable propeller. That made me gasp with awe while looking at the screen. Okay, but that part would definitely solve the problem. Well, maybe you'll then have to attach a 3-cylinder TDI engine to the hydraulic pump to get the necessary pressure. A "CVT VTG" transmission in water is quite something special... Thank you for the clarification; I admit that my assumption regarding the affordable sports boat sector was somewhat exaggerated.

If I could afford such an engine, I certainly wouldn't worry about how to fit a TDI car engine into it. I would simply buy the VW marine version. I am just an ordinary family man with a small house and a boat that we saved up for a very long time.
Is it not possible to upload images to your forum?
That's allowed in our boat forum.
http://www.boote-forum.de/phpBB2/index.php

Okay, now I understand. I would have been surprised if you had used such a type of drive mechanism.

But maybe you ran out of money while driving . THAT'S A JOKE.

Okay, as I said, please check the license plate codes here and tell me the angle at which the engine would be tilted relative to the crankshaft axis in your installation configuration.
I would be interested.

The drive shaft is connected to the engine via a universal joint. This joint is aligned with the crankshaft and the transmission output shaft.
The ball joint is only used laterally when steering.
The engine is mounted horizontally in the boat. Only during the transition from displacement mode to planing would an inclination of approximately 20 degrees occur. However, this lasts for less than a minute. Also, cars drive uphill all the time.
"The data you're referring to, I copied into an Excel list so I can use the autofilter function. Let's see what remains after filtering. Now, I need to head off to Berlin."

Hi Wolfgang,

My previous question is still unanswered... Do you need the 150 horsepower just to get it planing, or also while it's already planing?

Based on my understanding of the problem, I would actually suspect that the former is true: that most of the power is needed to overcome water resistance and lift the boat's own weight out of the water.

Best regards,

Jan.

Jan6K wrote:

Hi Wolfgang, My previous question is still unanswered... Do you need the 150 horsepower just to get it planing, or also while it's already planing? Based on my understanding of the problem, I would actually suspect that the former is true: that most of the power is needed to overcome water resistance and lift the boat's own weight out of the water. Best regards, Jan

.
Hello Jan, please excuse me.
You're right. Most of the power is needed to get going and reach a gliding speed. I think you can then reduce the power by about one-quarter to one-third.

Hi,

Okay, then your selection of options will really expand significantly! Then even a 110 hp TDI would be sufficient, and those are much more common than the ones with 150+ hp.

If you only need the full power for a minute, then a heavily tuned power box combined with a manipulated turbo pressure sensor will likely achieve 150-160 horsepower without any problems. If you turn it off when you reach gliding speed, it should have little to no negative impact on durability, assuming you only use full throttle when the engine is properly warmed up.

How about this?

The whole thing can be tuned so that the 150 horsepower is achieved around 4000...4250 RPM, just like the standard power output. This means you might even be able to keep your propeller – if I remember correctly from your website, your engine reached its maximum power at 4300 RPM.

Best regards,

Jan.