AKE ESP to AKN Engine: Installation Guide

Hello,

Okay, here's the translation:

"I have a rather urgent question. Unfortunately, I haven't found much information online about this, but I'm curious about the difference between the ESPs (Electronic Stability Programs) offered by AKN and AKE."

The background is that my brother's ESP (Electronic Stability Program) module has failed. He has a 2000 A6 with the AKN engine. If you're already replacing the ESP module, you could consider using the one from an AKE model, assuming it's compatible. This might potentially increase performance slightly or be more reliable than the one from the AKN.

Thank you in advance!

To my knowledge, the pump mechanics are structurally identical. The differences lie in the control unit. In addition, some of the 132 kW models have a quantity limiter. These may also be integrated into the immobilizer circuit. If you have one for testing, you should test it as an alternative .




Generally, only the pump control unit is defective, while the mechanical components remain intact.

In this case, the quantity indicator is broken, which probably means it's no longer working.

Unfortunately, I can't test it, but since a new one is needed anyway, it might be a good idea.

It's not necessarily about extracting extreme performance, but rather potentially getting a few more horsepower for the same money (I'm referring to the extreme turbo lag).

"That used to be possible with the older 2.5 TDI engines; you could take the fuel pump from an AEL model and install it in a 115 hp engine, which would give you approximately 140 hp."

The idea is good, but unfortunately, the amount of fuel injected is determined by the EDC. Therefore, the pump alone won't make much difference.

Okay, let's rephrase the question: What factors transform a 150 horsepower engine into an 180 horsepower engine?
ECU.
ESP.
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.

I haven't been able to determine from the information above whether the ESP (Electronic Stability Program) is important for increasing performance, like it was with the older 2.5 TDI engines. Or is there hardly any difference, and are they achieving the performance increase more or less through software modifications?

Okay, let's rephrase the question: Which factors transform a 150 hp engine into an 180 hp engine?
ECU.
ESP.
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.

I haven't been able to determine from the above whether the ESP is important for increasing performance (like with the old 2.5 TDI engines). Or is there hardly any difference, and are they achieving that more or less through the software?


I would now have to delve deep into the realm of speculation. According to my information, the pumps in the mechanical part are identical. The limitation of the maximum amount comes from the pump control unit. The requirement for the amount provided is determined by the EDC.

cksIT wrote:

Okay, let's rephrase the question: Which factors transform a 150 hp engine into an 180 hp engine? ECU. ESP. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. I haven't been able to determine from the above whether the ESP is important for increasing performance (like with the old 2.5 TDI engines). Or is there hardly any difference, and are they achieving this more or less through the software?

The VP 44 from AKE has larger radial pistons, which allows it to achieve a higher flow rate per stroke.
Alternatively, it can deliver the same amount of fuel injection in a shorter amount of time.
The injectors are also larger.
The turbocharger is actually the same.
That's why, with chip tuning, the AKN engine's power output is limited to around 200 horsepower.
With the AKE system, it's possible to achieve up to approximately 220 horsepower.
The boost pressure is approximately 0.1-0.2 bar higher in the standard configuration.
I hope this is correct.

The VP 44 from AKE has larger radial pistons and therefore achieves a higher flow rate per stroke, or can deliver the same injection amount in a shorter time. The injection nozzles are also larger. The turbocharger is essentially the same.
That's why, with chip tuning, the AKN engine's power output is limited to around 200 horsepower.
With the AKE system, power output can reach approximately 220 horsepower.
The boost pressure is approximately 0.1-0.2 bar higher in the standard configuration.
I hope this is correct.


Are you sure about the pump and the nozzles? I wouldn't want to disassemble a pump. In other words, do you have any further information about the pumps and nozzles that I can read?

Steffarn wrote:

cksIT wrote: Okay, let's rephrase the question: What factors transform a 150 horsepower engine into an 180 horsepower engine? ECU. ESP. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. I haven't been able to determine from the above whether the ESP is important for increasing performance (like with the old 2.5 TDI engines). Or is there hardly any difference, and are they achieving this more or less through the software? The VP 44 from AKE has larger radial pistons, which allows it to achieve a higher flow rate per stroke. Alternatively, it can deliver the same amount of fuel injection in a shorter amount of time. The injectors are also larger. The turbocharger is actually the same. That's why, with chip tuning, the AKN engine's power output is limited to around 200 horsepower. With the AKE system, it's possible to achieve up to approximately 220 horsepower. The boost pressure is approximately 0.1-0.2 bar higher in the standard configuration. I hope this is correct.

Unfortunately, the change is even more significant than we thought.

From a special edition of MTZ (Motortechnische Zeitschrift) celebrating 10 years of the Audi TDI engine (September 1999):



The proven base engine could largely be adopted from the V6-TDI engine with 110 kW. Consequently, the four-valve aluminum cylinder heads, crankshaft, air and exhaust systems, and timing belt drive remained unchanged.

The crankshaft case, the piston with connecting rod, the ventilation system, the engine oil cooling system, and of course, the electronic fuel injection system, have all been revised.

Pistons and connecting rods:
...in order to simultaneously reduce the oscillating masses (-10% compared to the 110 kW motor) and further stabilize the pistons, a connecting rod with a trapezoidal shape was used...

Oil cooling:
... The increased heat generated by the power increase to 132 kW is dissipated through a larger oil-water heat exchanger, which is sized larger than the heat exchanger used with the 110 kW engine.

High-pressure injection system:
The combustion process has been revised to achieve higher power output and lower emissions. ...a modified radial piston distributor injection pump, VP44 S3, has been further developed to achieve even higher injection pressures. These higher pressures were primarily achieved by switching from two plungers with a diameter of 7.0 mm to three plungers with a diameter of 6.5 mm. ...a maximum pressure of 1850 bar...the number of holes in the injector nozzle has been further varied. ...the use of a 6-hole nozzle in conjunction with the developed combustion chamber offers advantages over a 5-hole nozzle.

Combustion chamber:
... To reduce the compression ratio to 18.5:1, the combustion chamber in the piston was slightly enlarged in diameter...

Turbocharger:
... In combination with the optimizations to the combustion process, this resulted in a significant improvement in turbocharger boost pressure build-up at low engine speeds, as well as the transient response. By optimizing the so-called "spacers" in the turbine wheel area of the turbocharger, and adjusting the control parameters, the boost pressure control could be further refined. ...

Exhaust gas aftertreatment:
... Euro 3 emission standard... In addition, a pre-catalytic converter with dimensions of 3.66" x 2.9" is installed directly after the exhaust turbocharger.



Here's a small excerpt from the special edition, which contains a total of 10 pages of text and detailed illustrations explaining the differences between the V6 TDI engine with 110 kW and the one with 132 kW.

Very good information . Thank you. Did you happen to scan that? Then I would like to have a copy.

Yes, definitely, the crankcase has been reworked. However, it was probably done for durability reasons.
I remember seeing it in writing somewhere, but I have no idea where the SSP (Service Information) document for Audi is now.
However, the main performance differences are primarily found in the ESP (Electronic Stability Program) and the fuel injectors.
And the reduced compression ratio.

mullemaus wrote:

Very good information . Thank you. Did you happen to scan that? If so, I would like to have a copy

.


Not yet, but I'd like to do it after the holidays and send it to you!

Thank you for the information; it seems the renovation project is no longer feasible.

I would also like you to include the pages when you scan the article.

Thank you in advance!