Engine Replacement: Options & Costs

Hi.

In your signature, it states that you've modified a 1Z car with an AFN engine.

Did everything proceed correctly, with the required inspections (like TÜV), emissions tests, etc.?
Who carried out the renovation, and who took responsibility for it?
Was hat die Aktion an "Bürokratie" einschl. Did you pay for the TÜV inspection?

"Could something similar be done with other vehicles, including converting a VP car into a PD?"
A Golf 3 with 130 horsepower PD engine (after overcoming its initial problems) would be quite an appealing idea somewhere .

Hi Ulf,

I suspect that modifications that were also common originally are much simpler, as there are "certificates of conformity" from VW for those. They have discussed this more often in the Polo forum.

Installing an AFN engine into a Golf 3 is much easier than, for example, installing a PD130 engine into a car that was never originally available with that engine.

After obtaining such a certificate, everything else regarding the necessary modifications, such as brakes, etc., becomes clear – which is easy to determine. And if you can demonstrate to the TÜV (German technical inspection authority) that the 1Z to AFN engine conversion is equipped exactly like a standard AFN Golf (or even better), then it shouldn't be a problem.

But... when would the PD be considered mature for you?

Best regards,

Jan.

Hi Ulf,

"The AFN engine was available in the G3 model, so there must be an emissions test report available for that specific vehicle-engine combination."

The process of converting a vehicle to electric power will likely be more difficult, as it requires approval from Volkswagen (or a qualified TÜV inspector).

Bertil wrote:

Hi Ulf, "The AFN engine was available in the G3 model, so there must be an emissions test report available for that specific vehicle-engine combination." In the case of a PD conversion, the whole process will likely be more difficult, as you will need approval from VW (or a good TÜV inspector).

Hi Bertil.

The logic is clear to me, but if the TÜV were to be open to all logical arguments instead of relying on regulations and (missing) expert opinions, there would, in my opinion, be significantly less frustration.
How would you, for example, "prove" to a reluctant inspector, without a VW approval, that a 1Z-G3 engine doesn't have a weaker body in certain areas compared to the AFN version, and that the AFN would therefore "overstress" the 1Z-G3 in terms of stability?

Jan6K wrote:

But... when would the PD be mature enough for you?

Hi Jan,

"If there are reliable long-term experiences covering several hundred thousand kilometers that do not indicate a significantly higher potential for problems compared to the VP-TDIs."

And if annoying quirks like, for example, the idle shaking have been resolved and eliminated in the production model, or if reliable repair instructions are available for older vehicles.

Hey,

It seems that, at least with TÜV Bielefeld, it's not even a problem to convert a gasoline engine to a TDI. I didn't experience any problems registering the conversion after I turned a VOLVO 850 T5 into a TDI. Simply presenting the TDI registration document and having a brake test performed due to the vacuum connection was enough for the inspector to approve everything.

Best regards from Bielefeld.

Peter.

Okay, Jan and Bertil are right. It's not a problem to modify a car if that combination was also offered as a standard option. You just need to call 0800-VOLKSWAGEN and request a 'certificate of conformity.' It's free and arrives by mail within a week. You just need to fax a copy of the vehicle's registration and specify which engine you want to install.

After the conversion, you'll go to the TÜV (German technical inspection authority), and they will register this combination in your vehicle's documentation. However, the model designation will not change. So, if you previously had a gasoline engine, it will still be registered as such, according to point 2.

The inspection costs approximately 50 euros at the TÜV. However, I don't remember the exact amount. Anyway, it wasn't a big deal. It was all done in about an hour.

Since I had a complete front axle (including ventilated disc brakes), the conversion looks like it's original, and the inspector initially wondered what he should even put in the registration documents.

If you have a complete front axle assembly (engine, transmission, steering, shock absorbers), you only need to disconnect the cables at the 1Z and connect them to the AFN. The wiring harness is compatible. And I'd say that anyone who can change a shock absorber can also do this engine swap, because everything fits and, except for the exhaust, nothing else needs to be changed. The first time, it takes about 6 hours with three people, using a pit and a pallet jack.

Converting to 130 horsepower with a PD engine is a bit more difficult because it's not original. However, since the Golf also had a VR6 engine with 174 horsepower, there shouldn't be any issues regarding the braking system or stability. But I'm not sure.

You'll have to replace the engine control unit (ECU) and the immobilizer. The immobilizer is supposedly located in the instrument cluster, and it's said that even re-coding from a Golf 4 from 1998 to a Golf 4 from 1999 (with CAN bus) is not possible. So, the only option is to replace the instrument cluster. If that doesn't fit in your Golf 3, you'll probably need a completely new dashboard. In that case, it might be better to just sell the car and buy another one, right?
Furthermore, there was a recent report in the magazine 'Auto Bild' stating that the 130 hp engine has the most problems, while the 100 hp engine has very few.
I have also thought about a swap. I might buy a heavily damaged 150 horsepower Golf and rebuild everything (that is still intact) .
I can still sell my AHF model with the transmission and all the extras, so I think the costs will be manageable.

kenny wrote:

Furthermore, there was a recent report in Autobild stating that the 130PS engine is said to have the most problems, while the 100PS engine has very few.

Hi Kenny,

It's funny... my understanding was that the 130 model was quite reliable, but the 150 model breaks down far too often.

Quote:

I've also been thinking about a trade. I might buy a heavily damaged 150 horsepower Golf and rebuild everything (that is still intact) . I can still sell my AHF with the transmission and all the extras, so I think the costs will be manageable.

Then, good luck with the renovation .

G3 doesn't have the WFS integrated into the instrument cluster. It's a separate module with two connectors. One connects to the reading coil, and the other connects to the central electronics, OBD2, ground, etc.

The 150 is said to be very unreliable, just like the PD system itself. My colleague works at VAG, and he says they have to replace PD engines or injectors weekly!

@kenny - Before you make such a conversion, make sure you research it THOROUGHLY - otherwise, it could end up being a very costly mistake. It's not as simple as just swapping out the engine hardware. Finding a compatible one might be difficult. I think the electrical system will be the biggest problem.

As you can see from my signature, I drive a Corrado AFN, which is the unfortunate case of a conversion. It wasn't possible to get it registered. There's no emissions test report available for this particular model. While a 'Schadstoffarm 17' (low-emission standard) would have been possible, 'Euro 2' wasn't. The brakes and the rest were okay, as it previously had a G60 engine with 118 kW.

A tuning workshop in the eastern part of the city then made the registration possible. It took 20 minutes and a not insignificant sum of Euros!

It's ridiculous, because everyone knows that the engine in the Corrado emits fewer pollutants than the G3, for example, because it has a lower drag coefficient. But try explaining that to a TÜV inspector.

If you have any questions, feel free to ask .

arne

Perhaps I should consider getting a chip tuning for my AHF. It's quite possible that the 100 hp version is the most reliable of the PD engines, that the 130 hp version is still acceptable, and that the 150 hp version is constantly in the workshop. You always have to rely on reports from others – VW probably won't say anything about it, and people who own such a car probably won't either (who would willingly admit to driving a lemon – to put it bluntly). That's why I thought the report in Autobild (which apparently consulted the ADAC statistics) would be informative.

Arne: I would be willing to replace EVERYTHING that's in the engine compartment (including the transmission and rear axle), as well as the dashboard (due to the WFS and speedometer), and the control electronics. I have an empty car workshop available, and I could drive around in an old Golf 1 that's already here for a few weeks (or months).

But, as I said: If the PD engines are really that unreliable, I'd rather stay away from them. I don't want to end up investing a lot of time and money in a conversion, only to have the engine fail after 200 kilometers.

kenny wrote:

Maybe I should actually consider a chip tuning for my AHF. It's quite possible that the 100PS is the most reliable of the PD engines, that the 130PS is still acceptable, and that the 150PS is constantly in the workshop.

Hi Kenny,

Even if the 100 was the most reliable, that probably only applies to normal operation.
And all performance levels differ structurally, to a greater or lesser extent, in terms of thermal and mechanical strength.

So, if you get a 100 horsepower engine tuned to 130 horsepower and regularly use that extra power, it's my opinion that a 130 horsepower engine, under the same operating conditions, would inherently be more durable - even if the 100 horsepower engine without tuning might be more robust.