140 HP 2.5 TDI Tuning

Hi.
I want to install a 140 hp 2.5 TDI engine from an Audi A6 into my VW T3. The engine already has a mileage of 230,000 km and will therefore be re-bored, fitted with new piston rings, and have all its bearings replaced.
I find the 140 horsepower a bit sluggish, so I want to increase its power. Also, as I've seen, it doesn't have a VTG turbocharger. Is it possible to install a VTG turbocharger on this engine (does anyone know the engine code?) and if so, which one?
What kind of control unit do I need to use then?
The engine should provide good power even below 2000 rpm and deliver around 170 horsepower. Where can I get my engine control unit (ECU) optimized for this?
My boss has a T4 with a 150 hp TDI engine that he had tuned to produce 178 horsepower. The performance should be roughly the same as my T3, although mine weighs about 400 kg less.
Thank you in advance.
Hi Matze,

Hi,

'That sounds interesting, but why does it absolutely have to be a VTG turbocharger? There's a current one from the V6 TDI engine; its size (in terms of thermodynamics) would certainly fit.'
Aber die Ein- und Anbaulage ist komplett anders, also wirklich schwierig. Aber warum nimmst du nicht einfach einen Waste Gate Turbo. Baut kleiner, funktioniert unkomplizierter, der Anbau ist bestimmt einfacher. Von der Größe her, müßte ein Turbo vom Audi A4 1.8T mit 190PS ideal sein. Mit dieser Baugröße müßte dann auch schon ab 1700-1800 U/min gut Druck kommen. Weiterer Vorteil wäre: die Regelcharakteristik müßte man nicht großartig im Steuergerät anpassen, da der Original Turbo auch ein Waste Gate hat. TuneUnfortunately, I can't recommend anyone specific, and I think that with such a comprehensive renovation, you probably won't be able to find one company that can handle everything.
Stay tuned and good luck, keep us updated.

Regards,

Sepp.

Hello,

In my opinion, converting a loader to run on VTG (Variable Transmission Geometry) is practically impossible. Since the loader receives commands from the control unit, you can't just make changes in that area alone. You also need to modify the exhaust manifold and muffler. But I suppose those adjustments are already necessary for your operation.
One more silly question... you mean a 5-cylinder engine, right?

Matthias.

Hi.
Okay, the exhaust system will definitely need to be custom-built. The intake manifold and exhaust header should also be modified, and the EGR valve needs to be removed, etc.
Making an adapter plate to connect the turbo to the exhaust manifold shouldn't be too difficult either.
I actually want a VTG turbocharger because with a VTG, even the TDI engines can be driven in a fun and exciting way from low RPMs.
And yes, the engine is a five-cylinder.
How about the turbocharger from a 150 hp T4 TDI? It's designed for the 2.5-liter engine, and the mechanical installation seems feasible, as I saw in a picture on an auction website.
With an engine control unit (ECU) from a 5-series vehicle equipped with a VTG turbocharger and the corresponding mapping adjustments, this conversion should definitely be feasible, right?
Hi Matze,

Hello,

If I'm not mistaken, the engine code should be AEL.

Regards,
Thomas.

Hello there...

I would also say AEL...

It seems like you want to get rid of a lot of money .
I know a one-man company.

He helped develop the 16V Ötting engine and is now...
Self-employed...
My car's horsepower is around 230 thanks to him...

Steve.

Hi.
Der Motor selbst wwar billig, hat ja auch schon einiges gelaufen. Die Überholung verschlingt das meiste geld dabei, den Lader wollte ich gebraucht kaufen, Einbau mach ich selbst, und Anpassung der Elektrik wird auch nochmal einige grüne Scheinchen kosten. Im Endeffekt hab ich mir die Grenze gesetzt von überholtem Motor mit Lader und Chiptuning plus 999 Euro, mehr solls nicht kosten. WBasically, almost everything is done internally.
The license plate code is AEL.
Does anyone else have any ideas about all of this?
Hi Matze,

Hi Matze,

Quote:

Does anyone else have any ideas about the whole situation?

Okay: You're completely crazy , but if you manage to get the conversion working (maybe even make it run on wood pellets), then you've already earned your diploma in my eyes!
I don't see the VTG turbocharger issue as a big deal either. Our wastegate turbos all produce good boost well below 2000 RPM (except for the van, but it will get one too ), only at the very top end does it not reach maximum power. But you know about the PRG with its shift point above 5500 RPM, so it can't be that bad.
I see the chip issue as the smaller problem. At least 35 extra horsepower should be achievable without any difficulties. If you don't want to do it yourself, there's a very reputable chip tuner just around the corner from me: http://www.chiptronic.de/. Of course, it costs money, but they still have a 15% anniversary discount until tomorrow, although that might be a bit tight...

Best regards, Uli.

It's a nice idea in principle, but you probably won't achieve 999 horsepower in the long run because the bus transmission unfortunately can't handle much more than 136 gasoline horsepower, and that's only with a reinforced version, not to mention that the axle ratios are completely unsuitable.
I drive a VW T3 and an Audi A6 2.5 TDI with the AEL engine, producing 169 horsepower. I'd like to have that same engine in my T3, but the transmission problem would cost quite a bit more than 999 Euros. Otherwise, you'll ruin the engine by running it at 5000 RPM at 120 km/h; that's about as fast as it will go!

PS: Almost all conversions to TDI engines in buses fail due to clutch or transmission problems because, back then, nothing was designed to handle 350 Nm of torque. Even 170 Nm was a significant increase and more than the original specification.

You can try to extend the lifespan somewhat by using an electric transmission oil pump, but they are very expensive because they are only used in racing. However, the clutch problem will still remain.

Regards,

Cord.