Pkw Diesel als Schiffsdiesel umrüsten | Posts 32+

Hi Jan, that sounds quite interesting.
You probably mean the 1.9 TDI engine when you say 110 horsepower.
In addition to that, there would be the advantage of being lighter.
My V6 engine is currently running at 3800 RPM with the propeller that's on it now.

matthiasTDI96 wrote:

Okay, as I said, please check here for the license plate letters.

Matthias,
What are the key differences between engine codes for diesel and gasoline engines?

"Oh, that's a good question. If you take the target data table from this forum, it only includes diesel engines. I can't tell you exactly what the difference is, especially since the engine codes for gasoline and diesel engines don't really differ much (AEL is a diesel, AEX is a gasoline engine). It would be best to stick to the more common diesel engines, note their engine codes, and then search specifically for those."

That's not really helpful, sorry. To be honest, I don't know, and I haven't gotten the impression that there's a real connection there. Maybe it was something with three letters starting with "A" that was current from the mid-90s until recently. Now, some diesel engines have a "B" in front of them.

I would also be generally interested in whether there is any logic behind it.

Hi,

You can't - just check the table here in the forum under "Fachartikel" (expert articles). They are all diesel engines .

Otherwise, I meant the 1.9-liter engine – specifically, the AFN, AHF, or ASV models. The latter has its 110 horsepower at 4000 RPM, while the other two have it at 4250 RPM. However, that shouldn't cause any problems with your car.

Best regards,

Jan.

Hello!

Whether you modify a standard car TDI engine (often with significant changes) or purchase a refurbished marine diesel engine (e.g., Volvo-Penta), I believe that investing in a genuine marine diesel engine is ultimately more worthwhile.

For a TDI car, you need to modify the torque converter (reverser) , and also adapt a heat exchanger along with a turbine (both requiring custom fabrication) }. If someone really wants to put in the effort and can proudly say that they built their own powertrain, then have fun and good luck }.

But even with the genuine marine engines, maintenance is already a complex and expensive undertaking.

And – a car engine is not designed for the environmental conditions at sea.

Best regards!

MA

You're right, he has something in mind. However, I find Wolfgang's intentions understandable regarding consumption and performance. We have to be realistic; a ship diesel engine from an older generation is not always technically up-to-date, whereas a car TDI engine generally is.
Furthermore, it is generally easier to obtain replacement parts for vehicles, especially in inland areas and, to some extent, also in coastal regions.
It's clear that there will be problems, but those who are brave enough to tackle them will also be able to overcome them.

"Hey Wolfgang, do you know the price of a VW Marine TDI 100-5? I'm kind of interested now. Also, have you looked into prices for water-cooled turbochargers? I noticed that it's connected to the normal cooling circuit. And the seawater cooling heat exchanger from VW seems very interesting."
What the Marine TDI engines have, and which is also likely available as a replacement part, is a completely different "oil suction snorkel" inside the oil pan.
That's exactly what I suspected. Imagine putting a car on a very steep hill, adding some jolting and bouncing motions, and then having the oil level not quite at its maximum – in no time, something will break!

and with pounding movements, plus an oil level that's not quite at the maximum, and suddenly something breaks!

Okay, point number one. And secondly, there's the problem with the diesel at the fuel dock in the harbor. It's dirty, which poses a risk to the sensitive injection pumps and nozzles, even with pre-filters and main filters. What good are the €100 savings if I have to verschandeln or even replace the pump/nozzles after just one year? I currently have a case here where an engine failed at sea because the pump and nozzles were clogged; the cleaning costs €700.

A refurbished Volvo-Penta engine from 2000/2001 is still fuel-efficient compared to a gasoline engine. But a TDI diesel engine from the passenger car sector – I don't agree with that.

But never mind, I'm still curious to see the results.

Best regards,

MA

A VW Marine TDI with 150 horsepower is expected to cost around €18,000.
A used KAD 31 was recently listed on "eBay" for €8,000 plus shipping within the United States. That's more than I can afford to spend.

Marc-Andre wrote:

Quote: and with some jolting movements, plus an oil level that's not quite full, and suddenly something breaks! Okay, point number one. And secondly, there's the problem with the diesel at the fueling station in the harbor. It's dirty, which poses a risk to the sensitive fuel injection pumps and nozzles, even with pre-filters and main filters. What good are the €100 savings if I have to verschandeln or even replace the pump/nozzles after just one year? I'm currently dealing with a case where an engine failed at sea because the pump and nozzles were clogged; the cleaning costs €700. A refurbished Volvo-Penta engine from 2000/2001 is still fuel-efficient compared to a gasoline engine. But a TDI diesel engine from the passenger car sector – I don't agree with that... But never mind, I'm still curious to see the results. Best regards, MA

Hello Marc-Andre,
What should a rebuilt Volvo Penta engine cost?

matthiasTDI96 wrote:

Not quite the maximum oil level, and suddenly something is wrong!

The OM 601 engine I'm currently installing has an oil level sensor in the oil pan. When the dipstick shows halfway, a red warning light comes on. It's probably possible to install it in a TDI oil pan as well.

Okay, €18,000 is also not something I'm willing to pay. For that price, I could buy a used VW bus, install a new engine on the pier, and have the bus full of spare parts. The price is really too high.
Yes, the oil pan issue can be addressed given the price. What worries me is the cooling system, especially for the turbo.

Hi,

Why do you want to water-cool the turbo? Is it just because there's not enough airflow in that area of the boat? I don't think that's a problem. For example, on an Ibiza, the turbo is located behind the engine block in a completely enclosed engine compartment, and I doubt it gets much fresh air back there.

I'd be more concerned about the LLK (since you don't have much airflow)... but for that, you could use a blower, whose warm exhaust air could also cool down the turbo.

A water-cooled heat sink would also be a good option...

Best regards,

Jan.

"So, he's also sitting in my Golf. The fact is, he's getting a lot of air there. In a machine room, it's usually enclosed on all sides (you don't want water getting in), and the air tends to stagnate. That can quickly lead to overheating. Thanks to a heat exchanger, exhaust manifold, and engine all crammed into a space that's only slightly larger than the engine itself."
"What would probably also work is a forced ventilation system with high airflow. However, to be honest, I'm concerned about how hot such a combination could get if it's under heavy load for, say, one or two hours. My concern is that the turbo itself, due to its surface area, would generate a lot of heat in the engine room. And of course, there could also be lubrication problems and material issues."

Why do you want to water-cool the turbocharger? Is it just because there isn't enough airflow in that specific location on the boat?

As Matthias already mentioned, there is absolutely no airflow in the engine room. In smaller boats, there's hardly any space around the engine, and the compartment itself should be hermetically sealed (which it ideally is) to prevent seawater from entering. Forced-air cooling isn't feasible in that environment, so the engine should generate as little heat as possible -> hence, a water-cooled turbocharger.
In larger boats with accessible engine rooms, this is not such a critical issue.

'Similarly, most of the subsea cables are water-cooled and run directly in seawater. This is obviously critical, as the subsea cable must be designed accordingly.'

The boat should actually already have a coolant-to-water heat exchanger!

CU Gremlin.

Well, a marine engine is just more expensive. I don't have a price for the V-drive right now, as the seller isn't here. But it will probably cost around €18,000 anyway.

Best regards,

MA

Gremlin wrote:

Jan6K wrote: Why do you want to water-cool the turbo? Is it just because there isn't enough airflow in that specific location within the boat? As Matthias already mentioned, there is absolutely no airflow in the engine room. In smaller boats, there's hardly any space around the engine, and the compartment itself should be hermetically sealed (which it ideally is) to prevent seawater from entering. Forced-air cooling isn't feasible in that environment, so the engine should generate as little heat as possible -> hence, a water-cooled turbocharger. In larger boats with accessible engine rooms, this is not such a critical issue. "Similarly, most of the subsea cables are water-cooled and run directly in seawater. This is obviously critical, as the subsea cable must be designed accordingly." The boat should actually already have a coolant-to-water heat exchanger! CU Gremlin

Hello Gremlin,
My engine compartment is approximately 1.3 meters long, 2.0 meters wide, and about 1 meter high. On the sides, it extends upwards by another 0.5 meters. There are also two large ventilation openings on the left and right sides.
They are splash-proof.
http://home.arcor.de/duwbiedermann/sealine/sealine_ueberfuehrung.htm
Here are some pictures of the side view of the Sealine. The rear cleat is mounted on a protruding surface that is approximately 1 meter long and 20 centimeters wide. Behind it, on both sides, are the openings for ventilation.
The V6 engine has a dual-circuit cooling system, but it cannot be used in this project. However, that's not the main issue. The exhaust manifold will be recreated using stainless steel (V4A). At the end, there will be a flange for the turbocharger. A housing made of stainless steel (V4A) will also be welded around the manifold.
Here, a pipe bundle is passed through. These are available for purchase ready-made and aren't very expensive, around €200. Seawater flows through the pipe bundle, cooling the exhaust manifold and the internal cooling circuit filled with antifreeze from the engine. An oil cooler, also water-cooled, is connected to the internal cooling circuit; these are also not very expensive, around €150.
Und so sollten auch der Turbo und der Ladeluftkühler mit gekühlt werden. Klingt doch recht simpel. Ohe?
If we can find the source of the water-cooled turbochargers and liquid-cooled exhaust manifolds, since VW Marine won't be manufacturing them themselves, the costs are actually quite manageable.