PD Turbo on AFN: Installation & Performance

Hi everyone,

Last weekend, I finally had some time to install the turbo from a 130 PD onto my AFN engine. It fits perfectly; it's almost like it was made for it. The only problem is the air intake from the intercooler. Specifically, the path from the turbo outlet to the intercooler system. I had to buy a pipe/rubber hose and modify it accordingly. Also, the small 'pipe' coming from the turbo needed to be adjusted, but that wasn't really a big issue.

Now for the good part. Endless power. The first three gears spin out on wet surfaces. Acceleration up to 210 km/h is enormous. Finally, mine also has power from 1500 rpm. I also have a modified chip installed. Boost pressure is around ~1.2 - 1.3 bar.

Yesterday, I had the opportunity to take a short test drive against an A3 130 PD that had been chipped for performance, resulting in 178 horsepower and 450 Nm of torque (the stock version already had 151 horsepower). The test run went from approximately 40 km/h to 190 km/h. Of course, this was on a closed track!
We did two runs, once with him going first and once with me going first. And in both cases, we were exactly the same speed. So far, it has been relatively easy for him to overtake me, but yesterday he didn't even get close.

Next month, I'm going to try taking the car to a dyno to see how much power it actually has. I think it will be around 150-160 horsepower.

arne

Sure, here is the translation of the text from German to English:

'Note:'
This does not comply with the road traffic regulations.

You say the boost pressure is between 1.2 and 1.3 bar. Are those the 'target values' of the chip, or are they the values shown on the boost gauge?
Do you experience significant pressure spikes in the boost (if you have a gauge installed)?

I'm curious to see how this will affect the stability, but a great renovation .

'Those are the values he can maintain. The maximum pressure goes up to about 1.4 - 1.5 bar. I have an LDA installed.'

I'm also curious about its stability. I was thinking of making it chip-switchable. So, in the default state, it would be like the original version, and then when switched, it would output full power. Is there anything that speaks against this approach?

Regards,
arne

P.S. I drive long distances – 70 kilometers in the morning and another 70 kilometers in the evening. And because of that, it's hardly ever used.

Arne wrote:

I think it will be around 150-160 horsepower.

Hi Arne,

Regarding the "setup" of your AFN (presumably referring to an air filter nozzle): Do you have the original nozzles installed, or larger ones?

If larger: do they cause jerky or stuttering issues, as sometimes described?

Are these the originals? Do you not think the existing ones are sufficient?

A well-known person drives this car, which is a T4. I drove it once, and there were no issues – neither idling problems nor operational difficulties.

Arne wrote:

These are the originals. Do you mean they aren't enough?

It might be close to the limit in terms of performance, possibly due to a too long injection duration + piston melting. . .

Quote:

A well-known person drives one of these, the T4 - I've driven that car before, and nothing felt jerky - neither at idle nor during operation.

Okay, so T4 injectors in an AFN engine? Without electronic tuning or with a modified chip?
What did he already discuss regarding this topic at the AU (African Union)? What was the outcome?

Are these the originals? Do you mean they are not enough?

A well-known person drives a vehicle from the T4 series – I once drove that car myself, and nothing felt jerky – neither at idle nor during operation.

Zu den T4 Düsen. Müssen es die vom 150PS sein? DYou are.
Difficult to obtain . Are there any experiences with the 5-cylinder Audi injectors?
Or the V6 TDI injectors? Based on my estimate, I don't think the 5-cylinder ESD (Exhaust Gas Recirculation) system will provide a significant power increase because 140 / 5 * 4 = 112 horsepower. Or am I mistaken?
With 160 horsepower in an AFN engine and using stock injectors, I would be cautious .

Regards,

Markus.

He definitely has a custom chip. I don't think there are any other modifications.

To be honest, I have no idea if they absolutely have to be from a T4. I can't say anything about that. But he definitely has them in there.

I don't think there will be any problems due to excessively long injection times, etc. ... I estimated the horsepower output. If I can, I'll take it to a dynamometer in the next few days.

Regards,
arne


P.S. - I think there might be a small problem with that. However... has 'AU' ever been a problem?

markusAFNTDI wrote:

Based on my estimate, the 5-cylinder ESD might not offer a significant improvement because 140 / 5 * 4 = 112 horsepower. Or am I mistaken about that?

Hi Markus,

Your rough calculation has something to it, in my opinion... but generally, it shouldn't be forgotten that the spray pattern should match the specific engine (at least the diameter of the combustion chamber!), otherwise, in my opinion, the pistons could melt very quickly - especially with excessively elongated injection sprays.

Perhaps Gremlin could, for example, present some nozzle data in a comparative format .

...and think again about whether driving the originals actually poses a risk to me.

Here are the pictures.


Regards,
arne

http://www.roehlmann.de/arne/PIC00017.jpg
http://www.roehlmann.de/arne/PIC00018.jpg
http://www.roehlmann.de/arne/PIC00021.jpg
http://www.roehlmann.de/arne/PIC00025.jpg

I also have an AFN engine with a modified VNT-17 turbocharger (1.5 bar), a large intake manifold, etc. I've installed the larger injectors and have been running it like this for about 20,000 km.
I don't have any temperature issues or anything like that.
The performance is brutal. A friend of mine drives a new Opel Zafira OPC (2.0 turbo with 192 hp). The other day, we had the pleasure of driving one after the other. He didn't manage to get even a meter ahead from a speed of 60 km/h. We tried that at least 10 times.
Regarding the injectors: The advantage isn't necessarily the increased fuel injection volume, but rather the higher opening pressure (standard is 190 bar, now 220 bar).
However, it makes the sound of burning a bit louder.

Stefan wrote:

Regarding the injectors: The advantage isn't necessarily the increased fuel injection volume, but rather the higher opening pressure (standard is 190 bar, now 220 bar). The sound of the burning will become slightly harsher with it.

Hi Stefan,

if it were only about the higher opening pressure, then in the end, even less diesel would reach the combustion chamber -> resulting in a loss of power .

However, since there are reports of significant performance improvements, more diesel fuel must flow through the large nozzles .

hello,

If you're running a larger turbo and pushing it to pressures of up to 1.5 bar, are the other components going to be affected?
What does contemporary poetry say?
'In a case where the engine was only modified with chip tuning, the head gasket failed multiple times. After the fourth failure, hairline cracks appeared in three internal threads, rendering the engine scrap (not repairable). Since you are also pushing the engine to its limits now, could similar consequences occur?'
Where did you get the turbocharger without a replacement unit?
How much boost pressure can a standard turbocharger handle?

best regards
tino

Hi Tino,

VW will tell you that the turbocharger cannot produce more than 1.1 bar of pressure without failing. A typical tuner claims this limit is 1.2 bar. However, there are people who run their turbochargers at 1.3 bar, and even up to 1.4 bar, and apparently nothing bad happens.

To put it simply, I think you can adjust the charger to operate at 1.5 bar, but you should expect that it won't last long and don't be surprised if it fails.
It's difficult to say definitively how long a turbocharger from an AFN engine will last. In one case, it might fail after only a few thousand kilometers when installed on an unmodified engine, while in another, the turbocharger might perform perfectly well.

You can find chargers like these on eBay. Search for "VNT17" or "GT1749," and you're sure to find something.

@Stefan
You wanted to send me some pictures of your intake manifold .

Greetings.
Thomas.

Hi Arne,

man kann auch das AFN Verdichtergehäuse dranbauen. Then it fits.
As original as possible.

Regards,

Maciek.