Drakster TDI?

Hello.
Has anyone here ever done extreme tuning on a TDI engine?

My friend crashed his GIII 110PS, but the engine is still running.
Yesterday, the idea came up to experiment with a motor, as we found a large turbocharger from some kind of IVECO.

What can the motor do for a short period, for example, in acceleration races?
Idea: Iveco Turbo engine + Large Liquid Cooler (which is larger than the radiator in a Volkswagen Golf).
Steel pipes for LL (likely referring to a specific vehicle or system), fuel injection system for the 2.5 TDI engine, and injectors.

Since we're just hobbyists, we'll either try tuning with a 10-cent chip and a butterfly valve, or we'll attempt a completely ECU-less setup, similar to the early diesel engines.


Desired boost pressure: 2 to 3 bar...
'A power output of 250 horsepower or more would be nice.'

It's just meant to be fun, no need to take it seriously.
What do you think, is it feasible, or would it be better to sell the engine and not have any fun?

God bless.

Duseltier wrote:

Fuel injection system from a 2.5 TDI engine + injectors...

Quite a few things need to be adjusted. Using a different high-pressure component and nozzles with a larger hole size would be simpler.

Forget about getting parts from a V6; if you're going to get anything, it'll be from a 5-cylinder, but I respect you if it ends up working out...

Dragster? To get the turbo to spool up, there's likely only one RPM and no acceleration at low speeds.

Forget about getting parts from a V6; if you're going to get anything, it'll be from a 5-cylinder, but I respect you if it ends up working out...

Dragster? To get the turbo to spin, there is probably only one RPM and no acceleration at low speeds.

I was also thinking about the parts of the 5-cylinder engine...

We think it will probably start working somewhere between 2500 and 3000 RPM.
and hopefully correctly.
You'd think you could achieve tuning with just 10 cents: a few diodes and a very small resistor.
It's not yet clear whether this will be installed in a Golf or a Passat. For now, let's see what people are saying based on theory and experience.

Then we'll decide whether or not to renovate.

God bless.

Here's what immediately comes to mind:


I also read somewhere that he later converted it to 4x4, added an even larger turbocharger, and used nitrous oxide, and that it produced a little over 300 horsepower on the dyno shortly before the engine blew. :twisted:http://www.autoextrem.de/showthread,t-16432.htm{MARKER}

If you're using larger nozzles, then use the ones from the 1T model; they should have a hole diameter of 0.260mm (AFN 0.205mm). However, they require a 11mm pump to avoid losses due to poor atomization; but for racing and short-term operation, it wouldn't matter - and neither would the smoke. A 10mm pump, on the other hand, draws less power.

LLK (which is larger than the water cooler in the Golf).


There's a small one, with correspondingly low aerodynamic drag, and possibly higher thermal capacity (made of solid aluminum, welded) - you often see them at auction houses...

Since we are just hobbyists, we will either try tuning with 10 cents and a centrifugal fan, or completely without an ECU, like the first diesel engines.


It might be possible to find a mechanical 11mm pump – you would need to research which vehicles used such a pump. Fiat commercial vehicles might be a good place to start looking. Ducato 2.8TD?! (By the way, it's an Iveco engine).

To get the turbo to spin, there is probably only one RPM and no acceleration at low speeds.

Yes, while such modifications may produce spectacular results on a test bench, they are not practical for everyday use. (Okay, who actually drives a dragster to the grocery store?)

Regarding the RPM, we think it will probably start somewhere between 2500 and 3000.
and hopefully correctly.


With the appropriate amount of fuel injection, it will produce soot, but the turbocharger will engage earlier. It might also be possible to grind the cam lobes of the camshaft, which would increase the lift, resulting in greater airflow and thus more power at low RPM, as well as enabling the turbocharger to engage earlier.


Surely, you could achieve that with a tuning setup costing only 10 cents: diodes and then a very small resistor.


I wouldn't rely on that - if I set my 10-cent tuning too aggressively, the EDC (Electronic Damping Control) goes into emergency mode under full load and higher RPM - and in extreme cases, the engine will shut off (I've already experienced that ).

Then you'll also need head studs instead of the cylinder head bolts, because mine start to fail around 125 kW.

Potentially interesting: AFN TDI with 246 hp / 524 Nm. www.prof-turbo.de

I also have something nice: a Lupo 4x4 TDI with an ARL engine and 240 or 300 horsepower (including nitrous oxide).

http://lupoclub.de/board/thread.php?threadid=14510&threadview=0&hilight=&hilightuser=0&sid=97c9ad2dff535ebc2dbe45809ef84a49&page=2

Edit: Oh, it seems this has already been discussed. However, according to the guys, the large Benz turbocharger didn't deliver the desired performance, as it had already produced 240 horsepower with the K04 turbo.

Okay, I'm going to try using a VNT17/20 hybrid, along with different injectors.

Hello, thank you in advance for your links and information.

The engine has been removed for now.
It's a shame that there are already so many other successful TDI models; I thought we would be unique. But oh well.
At least, you know that something important is happening there.
Does anyone know how much this will cost?

And do the 6-speed PDK transmissions fit the 'older' diesel engines?
How high can I actually rev the TDI engine?
'If the turbo only kicks in at 3000 rpm and there's already more lag at 1500 rpm, there's not much left [in terms of performance].'
Can this thing also be revved to 5500 RPM, or would that put too much strain on the interaction between the pump, injection system, and valves, to the point where nothing can reach the combustion chambers anymore?

God bless.