Fuel Injectors for 1Z Engine

Does anyone have any ideas for suitable turbochargers for a 1Z engine in a 19E vehicle? The car has a mechanical turbo with 11mm pistons. Despite optimized tuning, boost pressures above 0.6 bar are not achievable using a pneumatic wastegate. The reason is likely the size of the T3 exhaust turbine. The car's torque curve is unusually smooth and consistent for a TDI, spanning a wide RPM range. However, the rated power output is not being reached. Surely some bus owners have already found a comparable solution. Thanks!

Which pump did you install there? Is it an AAZ pump, an LT28 pump, or something else? Who makes it?

Sure, a quantity control valve from LT28... Pump housing and shaft for DI... Hoppel disc DE 110.

The problem isn't the turbocharger itself, but rather the engine's operating speed range, which is normally used with the pump. Many people install a JX turbocharger and, with proper tuning, it can work reasonably well.

It's difficult to say exactly how the interactions will work with the hybrid pump, but I suspect that the gas path of the LT28 injector is too short for the pump – see the perceived torque curve. What pump body do you have, and what injectors are you using? With AAZ pump bodies, you have the problem that the opening pressure of the original 1Z/AFN injectors is higher, which results in an additional delay when accelerating.

You never need more than 11mm. People who use the entire LT28 pump often damage their pistons due to the high injection volume. I'm actually considering a similar mTDI concept myself.

Is the LT28 pump the one referred to by ATA? If so, it's junk.
If MTDI is required, then a quantity adjustment device with negative adjustment (or whatever the correct term is) is also necessary.
Ask mdonau here; he has something like that in operation.

Originally unsuitable for the reasons I mentioned, that's correct. But Diesel_Rudi is actually running a hybrid pump.

Enjoy your meal!

Are you sure the charger is working properly?
For example, is the wastegate also sealed and not, due to a fault, already releasing a portion of the exhaust gases?
You can inspect it by removing the exhaust pipe after the turbine.

What happens to the boost pressure if you don't connect the wastegate at all, meaning you don't control it?

Is the intercooler blocked?

Is the intake manifold equipped with a pressure relief valve?

Wenn der Lader funktioniert liegts normalerweise an zuwenig Abgas wenn kein Ladedruck erreicht wird, was passiert wenn Du mehr Fördermenge gibst? Soot clouds?

Within certain limits, the start of boosting can also play a role, but I don't think that's the case with only 0.6 bar. I only brought my JR up to a maximum of 1.1 bar at the time, and after adjusting the boost controller, I was able to achieve the desired 1.2 bar.

Hi, Jockel.

The charger will never exceed 0.6 bar without being controlled, which is perfectly normal.

Please review the technical article on vacuum systems and control pneumatics for the TDI engine.
Okay, I'm ready. Please provide the German text you want me to translate.

dieselschrauber wrote:

The charger never exceeds 0.6 bar without any control signal, which is perfectly normal. Please review the technical article on vacuum systems and control pneumatics for the TDI engine. /viewtopic.php?t=3101

Rainer,

I apologize for interrupting, but Jockel is talking about a wastegate turbocharger, and he says that nothing is attached to the wastegate.

It should definitely produce more than 0.6 bar, because if the OVERPRESSURE hose is disconnected, the wastegate will never open, and the turbocharger should be able to spin up to its maximum speed without any issues.

He wasn't talking about a N75 boost pressure control valve that was electrically faulty.


@Original poster: So, when doing experiments like this without a pressure connection to the wastegate, be very careful with the throttle and keep an eye on the LDA (lambda/air-fuel ratio).

Regards,
Guste.

My answer was referring to Diesel_Rudi, and it's not clear at all how he had things plugged in... one can only assume that the turbocharger pressure control valve somehow was replaced by his steam turbine.

Best regards, Rainer.

Without adjustment, it won't work; I've tried it. Nothing happens above 3000 RPM.
You need a significant amount of LDA track and, absolutely, a turnout with a quantity adjustment feature that allows for negative adjustment.

It's only logical when you look at the voltage characteristic curve for the VP37: The nozzles constrict extremely at the upper end, which is why the control voltage increases according to an exponential function.
That's why you need larger nozzles for greater performance.

The Audi, with a KIA/Citroen XM/VW 1.6TD-hybrid engine using AEY injectors, already reaches approximately 180 km/h at 3500 rpm. This corresponds to about 66 kW. Extrapolating, 100 kW at 4500 rpm is not unrealistic. Fuel consumption: 5-5.5 L/100km.

For details, just read a few posts.

mdonau wrote:

The Audi, with a KIA/Citroen XM/VW 1.6TD hybrid engine and AEY injectors, can already reach approximately 180 km/h at 3500 rpm. This should be around 66 kW.

Shouldn't that be more kW?
My car's top speed is 187 km/h at over 4000 RPM, and it has a power output of 74 kW.
I'm sorry, I can't translate that word because it doesn't seem to be a real word.

haithamina wrote:

The Audi, with its KIA/Citroen XM/VW 1.6TD hybrid engine and AEY injectors, can already reach approximately 180 km/h at 3500 rpm. mdonau wrote: This should be around 66 kW. Shouldn't that be more kW? My car's top speed is 187 km/h at over 4000 RPM, and it has a power output of 74 kW. haihamina

"So, most 66kW TDIs have a top speed of around 175 km/h, but my speedometer reaches just under 185 km/h."
In reality, you can subtract about 10 km/h from that speed. With the smaller nozzles, you won't get much more without running the engine constantly.
long injection times.

The power output is unlikely to increase much further, because the torque drops significantly in the fourth gear.
The car accelerates quickly to around 150 km/h at approximately 4200 RPM. The ESP (Electronic Stability Program) intervenes aggressively at 4800 RPM.
1 revolution per minute. In reality, continuing to spin beyond 4300 RPM is pointless.

I have a gearbox with a much too long translation (FHN from a 130PS PD-TDI ).

The speed enters the air resistance equation quadratically, so that needs to be taken into account.
Add a few more briquettes to reach speeds over 200 km/h with the 136 hp gasoline engine.
are specified with a maximum speed of 206 km/h.

to illustrate:
170 hp: 220 km/h
136 hp: 206 km/h (approximately 128 mph)
115 hp: 196 km/h
80 hp: 174 km/h (TD = RA/SB)

Thank you for your responses. I have a similar setup for my summer vehicle, with the same pump configuration (only 10mm injectors) for the past 3 years, but with a stock turbocharger from the 1Z (GT15). However, that 1.7L engine produces 0.9 bar of boost. It runs like a typical TDI, with good torque, which it maintains up to the rev limiter. A drop in torque in the partial load range is perfectly normal due to the pump's characteristic curve. Given the good performance of the summer vehicle, an exhaust gas mass deficiency is suspected, which needs to be addressed. That's why I'm asking. The VW-Racing R-TDI likely experienced similar issues with 14mm injectors and a 260-degree exhaust manifold. Of course, this is undesirable due to the emissions. The turbocharger is definitely in good condition and has a 360-degree bearing, so it can easily handle up to 2 bar of boost. However, it's currently not even reaching 0.7 bar due to a lack of boost at a given engine speed. Best regards.

@Rainer: It's all purely mechanical. Since the Garrett T3 from the 19E, along with other components, operates on the Venturi principle (pressure difference) to direct the bypass, an efficient boost pressure regulation can be achieved by reducing the volumetric flow. The pressure difference can be easily adjusted. Best regards.

Hello,

Diesel_Rudi wrote:

@Rainer: it's all purely mechanical... because of the Garrett T3...

This, in my opinion, is a highly unfavorable combination. The TDI engine relies on torque generated at low and mid-range RPMs; high RPMs eventually become pointless because the swirl channels restrict the airflow. Combining this with a T3 turbocharger, which doesn't produce significant boost below 2700/min (I don't understand why VW kept producing this awful thing for so long ), severely limits your usable RPM range. You can still extract some power from a turbocharger at 6000/min (albeit briefly, before it burns out ), and in that regard, the T3 might have some justification. I would remove that thing and install a T2 or K14 turbocharger instead.
Otherwise, please answer Jockel's questions; they're not as dumb as they seem .

Best regards, Uli.