AAB T4: Throttle Speed & Intake Manifold Explained

AAB is a naturally aspirated diesel engine in the T4.

How can the rev limiter be increased on a T4 engine with the AAB motor?
2. Are there any significant bottlenecks at the transition between the intake manifold and the cylinder head? (OR, would it be worthwhile to only modify the intake ports from the outside?)

1. You mean the abregulation speed.
What's the point, so the engine breaks down faster?
Try increasing the flow rate.

2. What do you want to change about the tank diesel engine? Do you want to add 2 horsepower, so it would have 80 horsepower total?

If you're going to do it, then put a turbo on it. Back when the AAB engine was still "in vogue," there was a turbo conversion kit available. It's not actually that difficult.
- self-regulating wastegate turbo (like the one from a TDI).
- Mass flow controller with pressure enrichment (could this be compatible with the JX?).

... and fire.

m;

More sensible: Save up for a TDI.

Yes, I mean the charging rate!
'Are they simply placed above the stop?' So, I know that the AD (advertising) can be changed above it, but how is it supposed to be done according to VW's specifications?

The issue with the power loss makes me think: when I'm on vacation at a higher altitude, the engine always performs much better because I can increase the fuel injection amount almost to the point where it starts producing soot. Back home, at an altitude of 350 meters, it then behaves like before, producing soot and I have to reduce the fuel injection again.
Given that the 350cc difference probably doesn't make a huge difference in the filling volume, I think a little less resistance might also make a difference. And since removing the air filter along with the intake manifold and replacing the intake hose with a funnel doesn't change anything except the sound, the bottleneck must be somewhere else. And if it's the transition between the intake manifold and the cylinder head, and that's something that could be easily eliminated...

Saving money is clearly the more sensible option! However, when I look at the prices for those older multi-van models, I'm starting to think maybe I should reconsider.

I'm even to the point where I would take a VR6 .

I've also considered adding a turbocharger, but the effort required for the oil supply to the turbocharger is holding me back.
or install a Z1 or AHU engine – they fit the gearbox, so that would also be interesting and wouldn't cost too much. But, as you mentioned, the result probably wouldn't justify the effort, and the T4 TDIs aren't getting any cheaper either!

edit: The turbocharger from the TDI is originally electronically controlled.

Are you sure you'll notice the 350-meter elevation difference?

Okay, so that has nothing to do with resistance, but with the density of the air. Try riding your bike on a sunny, crisp, cold, high-pressure weather day near the sea; it should run like a rocket. That's because the air has a high density and a lot of oxygen.

Since I currently own a similar vehicle (with a 2.8-ton gross vehicle weight and a California conversion), here's my advice:
Set the fuel flow so that it doesn't produce black smoke, then put it in a long 5th gear (0.681) and just let the others pass you. If you have the T5 with 174 horsepower, you'll leave them all in the dust .

P.S. The "Kutter" (because it's as fast and maneuverable as a cutter) is very nice to drive with a Poel (a type of fuel additive), which helps save money for the TDI. Cold starts to 100% are almost no problem with new pre-injection nozzles.

m;

Are you sure you'll notice the 350-meter difference in altitude?

Therefore, this has nothing to do with resistance, but rather with the density of the air.



Okay, what I mean is: if a small increase in fill level or volume, achieved by a height difference of 350 meters, is enough to noticeably improve the performance.
Then it might also be sufficient to slightly increase the flow resistance in the intake manifold by smoothing out the edges at the transition between the exhaust manifold and the cylinder head.
to achieve the same level of filling increase.


vlt weißt jemand : woher nehme ich den Öldruck, um den Turbolader zu schmieren bei o.g. Umbau?
Where can I find adapters to connect to the oil filter?

Regarding your filling theory:

If there are no clear possibilities for change, then sometimes the only solution is the 350-meter difference in altitude.

I've already replaced the cylinder head on the AAB and couldn't find any easily achievable areas for improvement, with the emphasis on "easily achievable." I don't even want to think about things like the intake manifold on this tank engine.

m;

Okay, after further consideration, I'll follow your advice and only use the long 5th gear! Thanks!