AFN/ALH Technology: Software & Systems

Question:

Where exactly do they differ?

90 HP VE TDI (in my case, the ALH version).
and the
110 HP VE TDI (such as AFN and ASV)


(I know that the ASV has a larger turbocharger and achieves its maximum power output at 4000 rpm, not 4150 rpm, like the AFN.)


I've been wondering for a while now where the AFN engine gets its extra 20 horsepower and more torque compared to the ALH engine.

Does it have larger nozzles? Is more diesel injected? Does the turbocharger have a higher boost pressure, etc.?


Is the AFN/ASV simply a 'modified' ALH engine?
Or does it differ further due to other components that were designed for higher performance?
With the 150 hp TDI engine, it's known that even for the engine block itself, a different casting alloy and other components like pistons are used.


And which TDI engine is the most durable (assuming similar usage)?
I was told that I should take comfort in the fact that even though I have the weakest TDI engine (ALH), it is very durable. While I'm not an expert on engines, I understand that a 130hp PD TDI won't last as long as a 90hp VE TDI. But how significant are the differences?

Nichts? Absolutely nothing?


Not even a small link where this topic might have been addressed before (I've already used the search function).

hello

No higher boost pressure, just a higher fuel injection volume; the injection timing remains the same.

Install the injectors and you'll have 110 horsepower. If you then adjust the fuel injection maps and boost pressure limits, you can reach 130 horsepower. Whether that's a good idea is another matter; probably not. If you find someone who can program the car with the larger injectors to achieve a reliable 115 horsepower without issues... it's a great car. Those who seek will find.

audifan wrote:

hello No higher boost pressure, just a higher fuel injection volume; the injection timing remains the same. install the injectors and you'll have 110 horsepower.

Hi.

Only with larger nozzles does it produce 20 horsepower more?

For example, in the Ibiza and Golf 4 models, the ALH and ASV engines use different engine control units (ECUs), which likely have different mapping tables for various parameters.

Do you know for sure that the soot, torque, and driver demand (throttle pedal) maps are identical in both the 90 hp and 110 hp engines?

Here's a question for you: Why are there so many different types of engines with the same rated power within a single "generation"?
For example, the ALH engine is used in the Ibiza and Golf 4 as a 90 horsepower version, but the Ibiza uses the ASV engine with 110 horsepower, while the Golf uses the AHF engine.
The older AFN engine is structurally different (with a simpler timing belt system and pump bracket...).

hello ulf

'That's how it was. When the first 110 hp engines came out and the possibilities of engine mapping adjustments weren't as well understood, I achieved exactly 110 hp on a 90 hp TDI (which already had 98 hp from the factory) by installing the 110 hp TDI injectors. The downside is that the idle speed isn't quite right anymore. Otherwise, nothing else was changed.'

'There are already differences in torque and exhaust emissions curves between the 90 hp and 110 hp versions. I only wrote that the boost pressure map and the fuel injection start map were the same, and that is indeed the case (at least for the two models I quickly compared).'

Best regards.

audifan wrote:

When the first 110hp engines came out and the possibilities of engine mapping adjustments weren't as clear, I achieved exactly 110hp on a 90hp TDI (which already had 98hp in stock) by installing the 110hp TDI injectors. The downside is that the idle speed isn't quite right anymore. Otherwise, nothing else was changed.

Hi.

Interesting, finally someone who provides concrete experiences and (performance) data regarding jet swaps.

If I understand you correctly, the AFN nozzles alone in the 1Z(?) added approximately 12 extra horsepower (with the general uncertainty factor/tolerances of dynamometer measurements).
However, the nominal power difference between the two engines is 20 horsepower, which means that larger nozzles alone apparently cannot compensate for the entire power difference between the 90s and 110s models.


What was wrong with the idle speed?
Were the symptoms similar to previous attempts at tuning the fuel pump, such as jerky behavior in the lower load range around 1200 rpm or an unstable idle?

To risk disqualifying myself, but the AFN engine has a VTG turbocharger and a higher boost pressure than the 1Z engine, which runs at approximately 1 bar of boost. Am I mistaken? Isn't it obvious where the extra power comes from?

Hello,

Okay, the AHF engine has a turbo boost pressure of 1 bar; the AFN should also have that. The 1Z engine should be around 0.9 bar, and I don't know about the ALH.
It would be conceivable to increase [something] in order to achieve better emission values.

Please find below the translation of the text from German to English.

[Translation]

Stukov wrote:

At the risk of disqualifying myself, does the AFN have a VTG turbocharger and higher boost pressure than the 1Z, which operates with approximately 1 bar of boost pressure, or am I mistaken? Isn't it obvious where the extra power comes from in that case?

Hi.

1Z and AFN represent the first generation of the 90s and 110 series, respectively. As far as I know, the boost pressure is actually higher in the AFN than in the 1Z.

However, in the current generation (ALH, ASV, etc.), the design differences are smaller (e.g., VTG is used in both performance levels).

The comparison of the LDA values in our cars (AFN and ALH) reveals hardly any difference – moreover, a difference of even 0.1 bar would be barely noticeable due to the tolerances of the instruments.

However, the effort required to replace the components to compensate for tolerances is too much for me.

Based on my observations of our vehicles, it seems quite plausible that the ALH engine operates with a turbocharger pressure level equivalent to that of a 110 hp engine and converts the greater amount of air available under full load into better emission values.

Perhaps this might be of interest:

www.ralfhandel.de/ladedruck.jpg

On occasion, I'll record it properly again .

UPDATE:

I do everything for you .
(labeling of the axes / colors as shown in the diagram above)

I am unable to access external websites or specific files online, including the image at www.ralfhandel.de/ladedruck2.jpg. Therefore, I cannot provide a translation of its content.
I am unable to access external websites or specific files online, including the one you provided (www.ralfhandel.de/ladedruck3.jpg). Therefore, I cannot translate any text from that image.
I am unable to access external websites or specific files online, including the image at www.ralfhandel.de/ladedruck4.jpg. Therefore, I cannot provide a translation of its content.

As you can see, the automatic transmission rules. It doesn't just lose boost when shifting; no, it actually gets a small boost on top of that .
CU Gremlin.