287whp 2.0 TDI Jetta and still climbing... - Page 3

mlemorie · February 14th, 2012, 09:32

Quote:

Originally Posted by vwmikel

What software issues? As far as I know, it is just the 170hp versions of this engine which had a Siemens ECU that are more of a problem. This is just EDC16 (though a different variant from those in the US).

This is good to know! I was under the impression for some reason that all of the 16v engines were under siemens management. Madness is definately getting a 16v powerplant now. Just for my own curiousity now, what, if any, differences are there between the 140 BKD and the 170 (unknown code)? Gears are turning...

vwmikel · February 14th, 2012, 14:26

Quote:

Originally Posted by mlemorie

This is good to know! I was under the impression for some reason that all of the 16v engines were under siemens management. Madness is definately getting a 16v powerplant now. Just for my own curiousity now, what, if any, differences are there between the 140 BKD and the 170 (unknown code)? Gears are turning...

From memory, I do think it has different injectors and a DPF on the 170. The 140 doesn't have the DPF (or at least not most of them). Being that we kept Ryans car together with 300hp I don't think I'd worry too much about the strength of the engine for most builds. The internals may be different, but I doubt it's worth the trouble and if you're really going for some land speed records I would build the bottom end with some aftermarket rods anyway.

mlemorie · February 14th, 2012, 16:03

Injectors were the main thing I was curious about. It should be fun either way in a sub 2000lb rwd hatch back lol. Must start saving.

dieselpower04 · February 14th, 2012, 19:52

Can the Mk5 be converted to AWD easier than a MK4? Ryan you should look into that...

Whitbread · February 14th, 2012, 20:03

Quote:

Originally Posted by dieselpower04

Can the Mk5 be converted to AWD easier than a MK4? Ryan you should look into that...

With all the parts at his disposal over there its a bolt in affair

dieselpower04 · February 14th, 2012, 20:15

Quote:

Originally Posted by Whitbread

With all the parts at his disposal over there its a bolt in affair

Right!! No rear pan to swap! Just bolt in the parts! Jelly

majesty78 · February 15th, 2012, 00:48

Ryan, do you know if your turbo kits will fit in a Ibiza 6J 2.0L FR TDI?

unclesfunnyonions · February 15th, 2012, 01:34

Quote:

Originally Posted by vwmikel

From memory, I do think it has different injectors and a DPF on the 170. The 140 doesn't have the DPF (or at least not most of them). Being that we kept Ryans car together with 300hp I don't think I'd worry too much about the strength of the engine for most builds. The internals may be different, but I doubt it's worth the trouble and if you're really going for some land speed records I would build the bottom end with some aftermarket rods anyway.

The 170 engines have a cast alloy inlet manifold, 140 have a plastic.
Not sure if there's any internal difference tho, never removed mine....

Alex.

loudspl · February 15th, 2012, 03:35

Are you also doing bigger valves on the ported BKD head?

Have you tried Firad 1043 +100%?

Congrats on the numbers. 16v FTW

ryanp · February 15th, 2012, 09:41

Quote:

Originally Posted by vwmikel

From memory, I do think it has different injectors and a DPF on the 170. The 140 doesn't have the DPF (or at least not most of them). Being that we kept Ryans car together with 300hp I don't think I'd worry too much about the strength of the engine for most builds. The internals may be different, but I doubt it's worth the trouble and if you're really going for some land speed records I would build the bottom end with some aftermarket rods anyway.

PD170 is Siemens Injection and Management. The Rods are stronger on the BMN PD170 compared to the BKD (The BKD has the same rods as the 105PS 1.9, the BMN has the same as the PD130/PD150) but these would be swapped with Rostens if we bent one. We keep trying but it won't die.

Quote:

Originally Posted by mlemorie

Injectors were the main thing I was curious about. It should be fun either way in a sub 2000lb rwd hatch back lol. Must start saving.

That would be good fun. Get saving and drop me an email

Quote:

Originally Posted by dieselpower04

Can the Mk5 be converted to AWD easier than a MK4? Ryan you should look into that...

Quote:

Originally Posted by Whitbread

With all the parts at his disposal over there its a bolt in affair

Quote:

Originally Posted by majesty78

Ryan, do you know if your turbo kits will fit in a Ibiza 6J 2.0L FR TDI?

This is the CR engine right?? We are working on a CR Kit, but it is a minefield! I have your email, will reply soon

Quote:

Originally Posted by unclesfunnyonions

The 170 engines have a cast alloy inlet manifold, 140 have a plastic.
Not sure if there's any internal difference tho, never removed mine....

Alex.

Early BKDs had the Alloy Manifold, 06- had plastic. The PD170 have a plastic one with flaps controlled by a vacuum actuator. There are other differences I mentioned before

Quote:

Originally Posted by loudspl

Are you also doing bigger valves on the ported BKD head?

Have you tried Firad 1043 +100%?

Congrats on the numbers. 16v FTW

There is not much space on the 16v head to put bigger valves, the head guys I have worked with both think it is a lot of work and expense for little gain. A good porting job would suffice. Remember these figures are BEFORE the ported head, which is why we rekon most people will take it to this level and stick to that.

Do you have the Firad number for these Nozzles? They sound like the 8v to me, 16v nozzles are different and the largest we could find we Bosio R1287+. We have some custom ones on the way. Can't wait for them to arrive.

Thanks for the kind words everyone, I hope to have some good progress over the next month or 2.

Ry

RudolfDiesel - I will get you the logs you want to see when I get the car back, hopefully you are impressed

Remind me in a few weeks, I am liable to forget

mlemorie · February 15th, 2012, 10:49

Just for my own curiousity. In the CR engine SSP, VW talked about recessing the valves into the head and going with flat top pistons as opposed to the projected valves and recessed pistons of the BKD for better "swirl preservation". What kind of power benefit would that be. I know better swirl=better mixture=better/cleaner bang, but from a modification standpoint, would recessing the valves and switching pistons offer up much for gains? Not only for this engine, I have been wondering about that for the 8v engines as well. Not that I mean throw CJAA pistons into a BEW, but having a flat top piston without valve pockets. It would seem that the BEW head would be a bit more accepting of this as it already has recessed valves. Or am I just getting into something worth way less than the effort? lol. Sorry for the off topic.

devonutopia · February 15th, 2012, 14:05

Damn, there is no prize for second fastest diesel at GTI Spring Festival!

Tom. · February 15th, 2012, 15:16

Quote:

Originally Posted by devonutopia

Damn, there is no prize for second fastest diesel at GTI Spring Festival!

Who says you'll be second Jason

Alcaid · February 16th, 2012, 00:08

Impressed that the rods aren't banana shaped or broken by now! Keep up the beating Ryan and let us know if/when they give in

unclesfunnyonions · February 16th, 2012, 01:46

Quote:

Early BKDs had the Alloy Manifold, 06- had plastic. The PD170 have a plastic one with flaps controlled by a vacuum actuator. There are other differences I mentioned before

Riiiiight, so should i have a plastic instead of alloy or is it just model/year (mines a 56 reg) dependent? What year did it change to alloy on BMN? Confused me a bit with that one.

Just worried 'cos when it was in for the clutch you told me it might have done more miles than it says on the clock, can't trust anyone these days.....(not you Ry)

Anyway, is there any gains to be had in smoothing, port matching etc?

Alex.