Club 80-90 Forums

Okay.
I have a syncro now.
I'll be looking at gathering parts for a TDI conversion soon.
Seeing as a lot of you have done the decent thing and TDI'd your vans, if you did it again what would you change?
What mistakes have you made, what have you done to fix them?

At the moment my current thinking is..

Buying a 1Z.
I would be replacing the nozzles anyway so, probaby hop up a size or 2.
AFN pump and ECU.
Mounted on standard JX mountings.
VNT mounted on JX manifold, standard JX exhaust using a adapter.
Barrel charge cooler mounted below standard JX airbox [room permitting]
JX inlet manifold welded and ported to suit D shaped inlets.
T3 Diesel battery in the right place.

Sounds good to me...port match the vnt adaptor...

I liked your idea of mounting the chargecooler low down when you mentioned it the other day. Only issue i can think of is getting from 35mm turbo outlet to 57mm chargecooler connection in such a small space. I couldn't find one reducer to do that, and ended up getting a exhaust place to make me a bit up. I might well have a measure up for that positioning myself
PD inlet manifold works well with the barrel chargecooler as they are the same size

goes without saying!
Always wondered why they are sold "raw"

Summat to do I spose...oh and pd inlet as above...

lloydy wrote:I liked your idea of mounting the chargecooler low down when you mentioned it the other day. Only issue i can think of is getting from 35mm turbo outlet to 57mm chargecooler connection in such a small space. I couldn't find one reducer to do that, and ended up getting a exhaust place to make me a bit up. I might well have a measure up for that positioning myself
PD inlet manifold works well with the barrel chargecooler as they are the same size

Probably do it in ally, I want as much solid as I can get, not a lover of universal bits of silicone and loads of hose clips, always looks a bit.... sh!t
Inlet manifold and associated outlet and interference with the JX airbox are my biggest worries.

lloydy wrote:Only issue i can think of is getting from 35mm turbo outlet to 57mm chargecooler connection in such a small space.

Make one?
Sheet metal and slip rolls..
We have a tig..

http://www.revotec.com/acatalog/Intake_ ... nents.html" onclick="window.open(this.href);return false;

Donut should make us a nice tight curve.

syncroandy engine bay and front end looms.

no question, no doubt!

Simon Baxter wrote:Okay.
I have a syncro now.
I'll be looking at gathering parts for a TDI conversion soon.
Seeing as a lot of you have done the decent thing and TDI'd your vans, if you did it again what would you change?
What mistakes have you made, what have you done to fix them?

At the moment my current thinking is..

Buying a 1Z.
I would be replacing the nozzles anyway so, probaby hop up a size or 2.
AFN pump and ECU.
Mounted on standard JX mountings.
VNT mounted on JX manifold, standard JX exhaust using a adapter.
Barrel charge cooler mounted below standard JX airbox [room permitting]
JX inlet manifold welded and ported to suit D shaped inlets.
T3 Diesel battery in the right place.

Thinking along same same but different lines and have gathered most of the stuff
1z, afn injectors and Landy pump
vertical install with body lift
kkk24 turbo and Pace charge cooler
Haven't looked at manifolds yet though
Won't be a while yet as the jx seems to be a good one so will chargecool that and see how she goes as a stop gap

Simon, given you're probably the best welder amongst us I think you should make up a new L/H bracket and ditch the JX exhaust manifold and adapters and go pure TDI like I did. The VNT appears to have a tendency to seep oil and I think higher you can get it the better. Mine seems OK apart from a little chuff of smoke when first started from cold. Either that or go 'upright', but that's a whole can o' worms of course and not so good in a bus for family use.

I'd be very neat to fit airbox and chargecooler together on the left, good luck with it ! I used an AAZ inlet but you may want the inlet on the side instead of the top. Couldn't you use an AAZ and weld in a connection on the side, and save messing about with the ports ?

I'm a bit skeptical about bigger nozzles without also doing a remap, and I find the AFN just fine power-wise with my gearing, so not really been tempted. I did put in fresh .205's when I build the engine.

FWIW I've not had to change anything on mine since I fitted it, though I'm toying with re-fitting the EGR as it can be worth 2-3mpg apparently. I don't think there's space but it be nice to retro-fit an ASV which is part of the EGR valve on later cars. If not I'll just use the 3b Passat manifold/EGR valve.

PS. Cheers Elvis !

Hello,

I'd have to agree with Syncroandy about the VNT - given you have some serious skills you might be able to solve the oil seeping problem from the VNTs - I know scavenge pumps have been used. If I wasn't so rubbish at fabricating stuff I would have liked to have made a wedge shaped adapter for the AFN manifold which would have brought the clocking of the VNT to more or less vertical and also slightly lifted it up a bit above the sump level - something like this but for the AFN manifold



reclocking the cartridge of a VNT is a pain since you have to redrill the actuator pin to shift it round - if you did make a wedge then you might be able to get to 15 degrees(ish) - I had a GT1749VA which was bigger, and with the PD130 inlet manifold I still had a bit of room for maneouvre there. I also toyed with the idea of trying to mount the AFN exhaust manifold upside down and make an adaper plate - this would bring the turbo higher up too - I think as usual I was too lazy to investigate that properly. Of course it's possible all that above is nonsense.

Also - if you do go for bigger injectors you will get smoke - this can be controlled a bit with the IQ, but I'd definitely consider a remap.

Good luck with it

Ewen

Why 1Z and not AHU?

i have a mk3 golf with 1z engine only problem, weak part is the crank bolt which has come loose twice on mine, the second time it sheared and it was a new bolt and pulley. One secondhand engine later everything seems fine but i know of other 1z with same fault occurring, so maybe get the crank pulley dowel pinned to stop this happening.

That knuckle looks ideal Ewan, shame they don't do a VNT version... Ideally I'd like a custom exhaust manifold to raise the turbo high enough to drain into the block.
On injectors.. I have gone one size up (0.216) and changed the IQ Level to near 3. I get no visible over fuel smoke at all, power is much better, I really need no more. Have not yet met a m'way hill that couldn't be taken in 4th.

Hi Lloyd,

yeah - I wondered about that, but I don't think I was resourceful enough. I still wonder about a fabricated upside down manifold with adapter plate - perhaps that's not viable.

Thanks for the info on injectors - that's good to know. I reckon you've thought about just about everything with your van! I particularly like your catch can and drain solution - ingenious that

Ewen