The Project Pad

Posted: **Wed Mar 21, 2012 5:38 pm**

Not much of an update, but the VEG216 nozzles are here.
Still waiting for the chip from Polski land.
And I was told that the pump might have a bad potentiometer track and that is why my idle is a bit lumpy.
The newer AAT and AEL use a magnetic sensor for quantity adjustment, this old bugger uses a old school potentiometer that can wear out over time.
Price new from Bosch (you sitting down), $1400 just for that part... they have got to be kidding. I can buy 2 new pumps in Europe for that kind of money.
I missed one on ebay.de for 375Euro.. doh!

Cheers

Posted: **Wed Mar 21, 2012 6:43 pm**

1400? Nuts... This car still rocks so much.

Posted: **Thu Mar 22, 2012 3:09 am**

Just did a 1600km trip up north and averaged 5.3L/100km... just love it!

Posted: **Sun Apr 08, 2012 11:37 am**

another rebuilt:

http://fotki.lv/lv/cheaters/" onclick="window.open(this.href);return false;" onclick="window.open(this.href);return false;

Posted: **Sun Apr 08, 2012 12:17 pm**

Very nice!

Posted: **Sun Apr 08, 2012 1:06 pm**

Steftn, you know (understand) latvian?

Posted: **Tue Apr 17, 2012 12:54 pm**

steftn wrote:

Today witnessed test drive of this monster.
marvelous :jerk:

Posted: **Tue Apr 17, 2012 6:32 pm**

Any videos, more pics??

Posted: **Sun Apr 22, 2012 11:21 am**

me on the right side. making first logs for basic regulations:
http://www.youtube.com/watch?v=-yjs8hLJ ... ure=relmfu

and a little polution
http://www.youtube.com/watch?v=D3XWy0J4 ... ure=relmfu

Posted: **Sun Apr 22, 2012 11:23 am**

Does anyone knows where I can find a write-up of how parts are put together to make a mechanical TDI pump with infos on what part from which pump are to be used (which heads, which housings, which aneroid mechanism, which governor, does some parts interchange between 4-5 and 6 cylinders pumps, etc.), what would be the basic setup to equal the stock engine's preformance whitout having to upgrade the turbo and injectors if possible... Comparison of head sizes vs needed injector size vs needed turbo size vs horsepower brackets... Does the builders have to play with timing advance and governor calibration or does everybody just leave it alone??? I don't plan to do that kind of work by myself for now but it'd be good things to know for buying the right parts for projects. I'm trained to maintain injection systems on heavy trucks but I'm new to the VE pump world: it isn't modified the same way as a radial pump at all...

I've been searching the web to see a well detailed step-by-step m-tdi pump build for quite a few days now whitout success... The only thing I found is a Bosch basic training book on the VE pump operation but it's not technical enough to tell what interchanges and the fun stuff... you know. If somebody wants the Bosch document in .pdf PM me and I can E-mail it to you.

Also, I was wondering if the TDI injectors are the same on a-5 and 6 cylinder engines and what are the differences between Euro and North American ones...

****Take note that I always have too much questions**** :?

Posted: **Sun Apr 22, 2012 11:29 am**

why you do not want to go tdi way? schematics are easy and it is not hard to make even custom wiring.

Posted: **Sun Apr 22, 2012 11:37 am**

if my NEW mTDI-Pump is finished, i will show you some pictures :-)
the mTDI research took me a lot of time... 4-cylinder-mtdi is easy, 5-cylinder takes a lot of research...

Posted: **Sun Apr 22, 2012 11:39 am**

By the way jonixins, I just watched your two vids, There's too much smoke for my taste but these rides looks like they have great mid torque...miam miam miam... Which turbo is in there? A truck one? And does it run mechanical??

Posted: **Sun Apr 22, 2012 11:53 am**

I'm not afraid of the wiring, I just tought it'd be more user friendly to go mechanical in a type 85 (B2 quattro) and here in the Quebec city area I better thrust myself with my screwdriver to thinker on it. But I may change my mind anytime if I find a complete engine-pump-turbo-wiring kit for a reasonable price... it may be easier to wire the whole car and fabricate a throttle pedal bracket than to source the parts to go mechanical... But I prefer mechanical anyway, and when I have the pump put together the swap takes less time... The more I think the bettter I like mechanical, that's just the way it is: you can't prevent a heart to love! My final choice will be a compromise between time and money since the car is my daily driver and one piston sounds like it will rejoin the lord soon...

Posted: **Sun Apr 22, 2012 11:59 am**

turbo is from Hino Truck - GTA4082KLNV a small bucket.
Indeed there are too much smoke. It is "stock" tuning for 11mm plunger, R520 and k16 turbo. Now car runs Garett and 13mm plunger what makes all the smoke.
Turbo (VNT) controlling is main issue right now. From factory it was equipped with huge electric actuator but it was destroyed during shipping. Even biggest vacuum actuator we could find did not work properly. Right now are different theories tested like modified Daves device etc.
Tomorrow I will get all necessary to start testing MB electronic actuator from Hella + MSA15 or EDC15 in worst case.
Any other suggestions?

Posted: **Wed Apr 25, 2012 5:18 pm**

I Have a question for the guys out there who surely know TDI electronic management better than I do. It is my understanding that no matter how much cylinders the engine have, the ECU inputs are the same and so are the outputs, so the only differences should be the number of windows on the trigger wheel for the crankshaft position sensor and the software which interprets the crankshaft sensor's signal to convert it in an RPM value, correct me if I'm wrong... That being said, can we, in the real life use the harnesses, sensors and immobilizer stuff from a 4 cylinder car to make a 5 cylinder engine to run by only reprogramming the ECU??? And if so, would the 4 cylinder's MAF be big enough for the 5 cyl or will it be out of range?

Posted: **Wed Apr 25, 2012 6:33 pm**

If you are reprogramming the ECU, you might as well program the MAF out of there.
But yes, as stated previously in the thread, a 4 cyl ECU can be made to run a 5 cyl engine.

Posted: **Thu Apr 26, 2012 9:46 am**

You don't need maf, it's possible to go mafless.

Also you can use 4cyl wiring but engine bay wiring must be modified.

Posted: **Thu Apr 26, 2012 3:47 pm**

Hmmm... then I could take a look and find a wrecked Jetta and do some wiring and fabricate a throttle pedal bracket... Thanks for your advice!

Posted: **Fri Apr 27, 2012 3:08 pm**

Or even easier from european audi 80 b4 tdi

Posted: **Sat Apr 28, 2012 1:14 pm**

My work today:

ARP2000-Bolts:

Attachment:[/quote]

P1010447.JPG [ 470.54 KiB | Viewed 982 times ]
[/quote]

Here is the long "AAB" intake fromt the VW T4-bus --> More torque at low rpm:

Attachment:[/quote]

P1010449.JPG [ 471.18 KiB | Viewed 982 times ]
[/quote]

Re: B4 90 quattro with 2.5 TDI and 6-speed

Posted: Sat Apr 28, 2012 3:21 pm

by gravzzy

Are the head studs stock or is it a modification you made?

Re: B4 90 quattro with 2.5 TDI and 6-speed

Posted: Sat Apr 28, 2012 3:34 pm

by steftn

For R5 TDI you need this: http://arp-bolts.com/images/releases/pdfs/Release34.pdf" onclick="window.open(this.href);return false;" onclick="window.open(this.href);return false;

ARP-Part-No.: 204-4706

VW/AUDI 1.9L
TURBO DIESEL

And I will use VW-Crafter 2,5TDI head-gasket:

Attachment:[/quote]

P1010425.JPG [ 359.55 KiB | Viewed 972 times ]
[/quote]

Re: B4 90 quattro with 2.5 TDI and 6-speed

Posted: Sat Apr 28, 2012 3:54 pm

by gravzzy

Is this gasket supposed to be better than the AEL one?

Re: Audi 90 quattro with 2.5 TDI and 6-speed, plan B

Posted: Wed Sep 25, 2013 8:16 pm

by ralleyquattro

AEL conversion complete.
Had a few issues, cable that did not want to work with VAGCOM, some wiring corrections between 1T and AEL, but now its all well.
Car runs so much better with the new hardware. Had a bit of excessive black smoke at first, found out that the brake sensors needed to be switched around... now all is well and smoke is actually pretty decent, only there at 20psi..

Got the hammer mod performed to get IQ of 3.5mg/stroke, runs even better now.... also installed a coolant heater which I thought would get rid of one of the codes that still pops up.
The heater has three stages of heating, one glow plug, two glow plugs or three at the same time, the idea is to heat up the coolant to improve the drivability, emissions and passenger comfort in winter time.

Here are few pics of parts needed to convert from 1T to AEL spec.

ECU, newer style with better hardware:

MAF, 1T never came with one:

Injectors, they are different than 1T in their operating pressure and I am running Bosio Power Plus 764 nozzles in them.

The pump, it has a different way of sensing the rack position and not interchangeable with 1T:

Pressure transducer. 2.5bar rather than 2bar on the 1T

And last but not least the coolant heater:

Changes in wiring pinout are slight, but the one that cought me with my pants down is that in 1T the TPS and the Pump shared an input, while in AEL they do not, so I had to do a bit of surgery. Also the glow plug pin needs moving. Other than that it was mostly additions... MAF, coolant heater outputs, trip computer signal and the cruise control wires. All together about 12 wires added to the 55 pin connector... it was looking empty before, it looks full now..

Here is the pinout document.
https://docs.google.com/file/d/0B4jxQkf_ahAUX0U5bWNTMEQ3cDQ/edit?usp=sharing

So.. just the one code I still need to chase, 01117, does not effect drivability but is ennoying.

Cheers