Pkw Diesel als Schiffsdiesel umrüsten | Posts 48+

Even with the risk of spreading half-truths:
I heard that the legendary Audi 200 20V Turbo had a water-cooled turbocharger. Since this engine was also used in many other Audis, but without the water cooling system, it might be possible to find a suitable replacement... yes, I know, it's a long shot.
Furthermore, the 1.6 TD engine with indirect injection and the engine codes RA and SB likely had a water-cooled turbocharger. However, it was probably too small to hold 2.5 liters of oil.

My source isn't the most reliable, so please don't criticize me if it's not accurate.

Otherwise...
http://www.m-t-e.de/produkte/turbolader/

And here's a great deal on a Volkswagen Marine engine... only €16,890 for the 150-5 model... without the transmission.
http://www.reich-gmbh.de/index2.php?punkt=5.2&datei=vw-p.php

Does the shop owner's name come from a business that sold engines?

matthiasTDI96 wrote:

otherwise... http://www.m-t-e.de/produkte/turbolader/ Does the owner of the store get their name from selling engines?

Great page.

http://www.m-t-e.de/tuning/BilderWebsite/Passat_1,9TDI_VnT20/Passat_608.jpg

Now I probably have to ask a few silly questions.
I'm not very knowledgeable about engine tuning.
Is that the intercooler ?
How does such a part work?

This is a liquid-cooled turbocharger, and its operation is quite simple. The air that the turbocharger compresses increases significantly in temperature due to the compression process. However, this would consume power (since cooler air is better), so it's cooled down again in a heat exchanger, similar to a water cooling system, and then fed into the engine.

The principle is very simple, just like a water cooler.

matthiasTDI96 wrote:

This is a turbocharger, and it works quite simply. The air that the turbocharger compresses increases its temperature significantly during compression. Since this would consume power (the cooler the air, the better), it is cooled down to a lower temperature in a heat exchanger, similar to a water cooler, and then fed into the engine. The principle is very simple, just like a water cooler.

It's basically like an auxiliary oil cooler, which are also air-cooled in the passenger car sector.
Couldn't we use a bundle of tubes whose total volume equals the volume of the individual tubes and corresponds to the supply pipe? This tube bundle would be cooled by seawater. These types of tube bundles are relatively inexpensive and are used for cooling in two-circuit systems.

Well, the surface area is crucial, that's true. Water is generally colder than air, so a water-cooled intercooler would certainly have a higher efficiency. However, it has to be 100% leak-proof, otherwise you'll run into serious problems.

Hi,

I think the idea of a "tube-shaped LLK" is good – if it can be made airtight. In the passenger car sector, efforts are made to keep the volume of the LLK small to avoid an unnecessarily large turbo lag, but that's not a concern for you, since the focus isn't on rapid engine speed increase.

Best regards,

Jan.

matthiasTDI96 wrote:

Well, the surface area is crucial, that's true. Water is generally colder than air, so a water-cooled intercooler would certainly have a higher efficiency. But it has to be 100% leak-proof, otherwise there will be serious problems.

You probably mean the volume. But water-cooled oil coolers are also 100% leak-proof. Otherwise, it would be disastrous here as well.

Jan6K wrote:

Hi, I think the idea of a "tube-shaped LLK" is good – if it can be implemented effectively. In the passenger car sector, efforts are made to keep the volume of the LLK small to avoid an unnecessarily large turbo lag, but that's not a concern for you, since the focus isn't on rapid engine speed increase. Best regards, Jan

.
Hello Jan,
I work from Monday to Thursday in Berlin. If you're interested, we could meet for a beer and chat in the evenings on Monday, Tuesday, or Wednesday.

Hi,

No, he probably meant the surface area, because that's crucial for the cooling effect.

Quote:

I work from Monday to Thursday in Berlin. If you're interested, we could meet up for a beer on Monday, Tuesday, or Wednesday evening and chat a bit.

Maybe someday... right now, I have almost no time .

Best regards,

Jan.

matthiasTDI96 wrote:

Well, the surface area is crucial, that's true. Water is generally colder than air, so a water-cooled intercooler would certainly have a higher efficiency. But it has to be 100% leak-proof, otherwise there will be serious problems.

Hello Matthias,
I'm planning to go to Marine Technik Hagen within the next 2-3 weeks. Afterwards, I'll be visiting a good friend in Kirchhundem; it's not far from where you are.
Maybe we can also get together for a chat.

Jan6K wrote:

Hi, No, he probably meant the surface area, because that's crucial for the cooling effect. Jan

.

Okay, both are important: the volume that needs to be cooled and the surface area that provides the cooling.

above all, don't forget one thing:

That must allow a lot of air to pass through under full load!
Very roughly, based on simple calculations, that should be around 110 liters per second at full load and 4000 rpm, assuming my coffee level hasn't dropped too much .
for a 4-cylinder 1.9 TDI engine...

CU Gremlin.

Then add a few more cups, and you have the amount for a 2.5-liter container... . Gremlin is right; a lot goes through it. To fill 2.5 liters with every second revolution at 4300 revolutions per minute... that's about 70 revolutions per second, and then there's the pressure... too late to calculate...
Sure, we can meet at Kirch und dem, near the corner... I'd be happy to, if I have time.

Okay, and what I can't quite imagine when it comes to building with tubes is the transition from the "charge air hose" to the tube-type intercooler and then back into the "charge air hose." If the tubes are supposed to have a cooling effect in the middle, they inevitably need some space between them. Now, just put four pens next to each other and imagine the area where there are no tubes – essentially, a wall right in the path of the charge air. There will be significant losses there. So, I would stick with proven solutions and not mess around with it.

Hi there,

There are plenty of readily available water-water liquid cooling systems ("off the shelf"), which don't require any modification. Since a two-loop cooling system is already in place, you just need to build an additional loop.
The two-circuit cooling system separates the seawater from the engine coolant using a heat exchanger. For the auxiliary liquid cooler (LLC) circuit, a second heat exchanger needs to be installed in the seawater circuit, specifically *before* (in terms of flow) the heat exchanger for the engine. Then, you create a separate loop for the LLC with an electric pump, and that's it. The cooling of the LLC would then be absolutely perfect; you can never achieve such good cooling in a car as you do with seawater.

Years ago, I saw a book about marinizing automotive engines, but I have no idea if it's still available. In any case, marine engines are RPM-controlled, while automotive engines are load-controlled. TDI marine engines also have completely different engine maps because they typically operate at a constant speed rather than a constant load. This doesn't necessarily have to be a real problem, but I find it somewhat inconvenient. In a car, the throttle position releases a specific amount of diesel fuel (according to the engine map), and the diesel engine then regulates its RPM based on the load. Ideally, in a marine diesel, the throttle position should control the RPM, and the injection quantity is determined by the load.
Since many diesel vehicles have already been adapted for marine use, there must be a way to solve this problem.

Regards,
Jens.

Since many automotive diesel engines have already been marinized, there must be a way to solve this problem.


chip tuning

It would be possible not only to approximate the torque curve based on the propeller characteristics, but even to precisely match it to the specific propeller being used.

While it's unusual for the tuner ('I would like less torque at 2000 RPM'), it is achievable without any problems.

On the other hand, a torque peak at low RPM could certainly add to the fun factor on the track .


CU Gremlin.