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edian727

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  1. yea the compressor is easy, wastegate actuator is not attached to it. and you could probably get a 90 silicone elbow on the stock intake but id be worried about the compressor housing still touching it and eventually rubbing a hole. if you deleted the egr and put a 90 in its place it'd probably be pretty easy. of course the silicone elbow may not rub, but its tight in there.
  2. if you want an intercooler, i would recommend a saab 900 intercooler. it'll sit nice in front of your rad(fits in my 504, just a test fit, but it does) and has inlet and outlet on the same side so pumbing will be easy, the biggest hurtle is going to be getting the pipe form the intercooler to the intake(turbo sits really close as it originally blows straight in). idk if the n/a intake fit with the turbo exhaust, but if it does that'd be the best, it faces upward not downward. good luck, and cool car!
  3. forgot pics, here it is. dont know specs except exhaust is a .36 a/r
  4. i have a good condition t3 from a xd2s, i can also include the intake and exhaust manifolds and the egr parts. 50 obo, 20 shipping for the turbo, if you want the manifolds shipped pm, call or text me at 509-638-3367. I'll also consider trades, looking for 4-cylinder ve-pump with 11 or 12mm heads, or a tdi auto vp pump. must be auto, its 11mm manual is 10mm. i have a pretty stripped down 504 i need some parts for too. thank you. im in spokane wa. my number is 509-638-3367.
  5. the wagon head is defiantly cast iron, no doubt about it. it may have been replaced in its life though. i imagine if the marine engines were cast iron heads i bet the equipment that used it had the iron heads too. if so im betting it was a replacement engine from a piece of equipment. its actually more common here to find equipment with a peugeot diesel then a peugeot here. plus it sat for at least 10 years so it would've been done in the 80's or 90's. aslo i think the wagon came from tacoma so it may be a marine egnine too. still think its weird. i've never seen a prechamber on vw to be honest. my gf has a tdi and thats my total experience in vw lol. well and my injectors are vw housing with merc nozzles, but i puled them out of a merc so....
  6. so i began tearing down the xd90 that came out of the car. aluminum head, and it appears the turbo engine is too. the xd2 out of the 79 wagon has a iron head. really strange. also the xd90 has a 2-piece oil pan, aluminum upper and a stamped steel lower. both the xd2 have a 1 piece stamped steel pan. gonna end up using the xd90 pan on the turbo engine, of course if it fits. i assume but that doesn't guarantee anything. gonna start tearing the xd90 down the rest of the way(heads off ip is off and trash...) and get the turbo engine on a stand to start its tear down. ill start a build thread shortly after. i will post lots of pics too. Unfortunately there is not a lot of room on the exhaust ports to open up, head bolts are pretty close on both sides, coolant jacket on the bottom, some room on top but im a little worried about the thickness around the valve seat too. gonna practice on the xd90 head, but hopefully i wont break through. the center intake port also has some inconvience from head bolts. im gonna open it up as much as possible and probably just clean up the back and front intake ports. they are already huge compared to the center anyway. also anyone know how to remove the prechamber? this is something im disappointment in. was mercedes the only one who used multi hole prechambers? the peugeots are just like the chevy 6.2's and i think its a bit inefficient. this is what the merc ones look like, that darker tip actually sticks into the combustion chamber. probably dreaming that peugeot went to this at some point in time.....
  7. im in spokane and everyone i talk to to try to find suspension parts hears peugeot and they look like they want to run away. a performance shop may help you out if no one else will. Spokane Diesel Pump actually talked to me about modifying a mercedes 240d mw pump, if they are willing to do that maybe they will help you. honestly i would disconnect the gp circuit and spray some ether and see if it fires. shouldnt take more then a little spray to start. i dont know about the peugeot ve's but the vw have a timing adjustment on the pump mounts, to much timing can cause hard cold starts or no start at all.
  8. also that 320cdi turbo is a gt20??v. im not sure about the turbine size, but these things are supposed to flow great. to bad the new good garrett stuff tends to be so expensive. thats why i love holset, reasonable effeciency, high pr capable, common and cheap. plus they are desired so selling isnt hard either.
  9. i think your gonna have some major turbine choke issue trying to run the td04l and td04hl as a compound, same with 2 t3's. besides you don't want to use that stock t3, flows like crap, and its horrible efficiency range. when your figuring for your lp turbo your turbine size needs to be big enough to handle the motor plus the full boost for the hp turbo. holset ran the hx60 over the hx40(those are pretty far apart) and in my research the tdi guys says that the gt1749 goes well with a hx35 on top. and the gt1749 is a little smaller then the td04. of course i think it will matter what kinda of boost you want too, lower boost and the smaller turbine you'll want. honestly for a low boost application i think a mid to larger size td05h(like a 16g with 8 or 10cm housing) would be great and wouldn't choke over a td04l. also Ive seen t4's over t3's, they used the t4 turbine. there are 4 t4 turbine's, and most trucks use the p or t trim turbine that are huge, and paired with the t04b's, the t04e's seem to be paired with the smaller turbines and would probably be a good choice over a t3, but still the stock turbo for my xd2s is not a very good one. I've been using garrets boost advisor to get a general idea of what my flow needs to be and im approaching a pr of 6(5 bar of boost, 70 psi) to achieve that 300 hp. of course my ve is more then it really is but that what head work is for and to be honest i just don't think it'll make it much over 200 with out head work. so that's a pr of 2.5 on each turbo. 1.5 bar of boost on the first one, that's approaching the airflow of a 5.7l n/a engine. seems like a hx35 would go great on top of that. to be honest im probably gonna try a hx35 or hy40 first as they are super common and a few hundred bucks at most around here. and well hx30's are not common or cheap. Im going to start the tear down pretty soon and ill start a build thread then. I've got a xd90 also im gonna tear down just for curiosity sake, plus im gonna use the xd90 oil pan, and im gonna measure the cam. ill take every little bit i can take.
  10. I'm also gonna do a lot of head work and look into cam grinding or maybe a rocker arm ratio change. this will end up taking a few years before its gonna even start to look like a complete engine. BTW bean i love your input, thank you.
  11. I've been doing some research, and some goal changing. I've realised that if i want to make 200 and see if i can get it to 250-300 that im gonna end up breaking the gearbox, and probably finding the limits of the factory bolts at least. so im gonna go straight for 300 hp, and fit a jeep or chevy trans(ax-15 or nv3550), and fire-ring the head, arp bolts for the head and the bottom end. im also gonna look and see if i can find a aftermarket rod that'll fit and not kill me on price. i do have a n/a xd2 im gonna run in the car till i get the engine built. now as far as turbo's go, id really like to run the 12t with the saab 5cm housing and a hx30 and a extra gate around the saab turbo. the great things about the td04 is there so much interhcangability so i can change the intake side without to much problem, plus i see them at the wrecking yard all the time. the problem with the saab turbine housing is theres only 2 choices, a 5 and 6, and both are for the l turbine. and volvo only offers a 6cm in the l housing, but they offer the hl turbine and 6, 7 and 8 cm housing for that turbine. im doubting my first try is going to be the best system so im trying to build in some interchangeability. the hx30 is a t3 flange so easy change there. my t4 is a v-trim and way bigger then i thought. even if i cant get a hx30, a hy40 or hx35 would be better then the t4. I love that holset partnered with MHI for there smaller turbo's :). the subaru wrx used a td04l-13t-6, with a oddball compressor that had a wider map then most 13t's. might be something worth looking at. I cant even consider the realm of vgt unless im gonna control it with a wastegate acuator and theres some major issues doing it that way. I'd love to see one, and you'll never get the response out of a wg turbo as the vgt. Goce, ive heard the 320cdi turbo is a great turbo. i came from the merc diesel scene and if you wanted a good upgrade on the om606 this was a good choice.
  12. to be honest id like 250-300, but im starting at 200 and see how the trans will handle it. i have read the 10-5 is only good to 300nm, or 220ish ft-lbs, and at 200hp im over that. now i dont drop the clutch very much if at all, and im going to use redline mt-90 in it, so i'll see how it survives and turn it up from there. also in the mercedes world low end torque is what kills stock rods, so id like the big turbo to come in slow and late, around 2200 is my hope. that t4 will only flow about 40lb/min, at 250 hp in the 6.9 at 3200 and 15 psi its at ~32 lb/min, 250 hp in the 2.3 with 50 or so psi at 4200 is ~31.5 lb/min. of course the t4 cant handle the pressure ratio on its own. thats my real goal but if the trans doesnt hold up to more then 200hp i'll probaly save for a hx-30 with a 7cm housing, that'll spool nice support the PR for 35 psi, and is within the proper flow rates, and not have to be compound. and it is my first time with compound's and im willing to go through and make changes and results will warrant, or advice from someone warrants. SRDT, thank you for the link, the xd2 is in a 79 504 wagon, the xd2s is out of a 82 505. another problem i've run into is flywheel. the xd2s has a 8-bolt pattern, i have a 10-5 out of a 81 also with a xd2s and i pulled the flywheel but it is 6-bolt. i dont know if the xd2 in the 79 is 6 or 8, nor if the 2.1l in the 74 is 6 or 8 as the engine's and trans are still in the cars. i can hope. otherwise ill have to track down a 8-bolt flywheel or do some crank swapping.
  13. I'll probably measure cam off the pushrod movement. I also have some rebuilt Mercedes injectors set at 150 or something bar pop pressures. as far as VE mods I've read up on VE's and will keep reading but I'd like to use a big head and rotor like a 4bt pump, and maybe the advance from a vw pump. I know I want to extend the range of the AFC. I'd like full fuel longer like 4200 or so but I won't rev past five, I know the engine will, but I'd like it to live. I know it's a little big, I do have a 12t but the exhaust housing is really badly cracked. I'd like some head room, my pump mods reflect that too. that t4 is off a banks 6.9 turbo kit, they dynod around 250 with no wastegate. I don't plan to gate it unless my egts get to high. First one I'll use the factory and a 38mm external gate. Not much background in vw, my gf has a TDI but we leave it stock. Mostly Mercedes.
  14. any major differences in these engine's? i know one is turbo9 and the other is not. also the turbo motor has a bosch VE, will the xd2 has a rotodiesel pump. is here oil squirters on either? or maybe diffent cam lifts, or different comp ratio? maybe better rods on the turbo engine? I've got a td04l-14t-6 and a old t4 that im gonna compound as well as modding the VE pump. it seems common to put bigger cams in the n/a engines, and to use piston squirters on turbo engine's(thats what mercedes does, and iirc vw too), but im not sure on these peugeot engines. i also have a 2.1l out of a 74 that the fuel or injectin pump is out on, i wouldnt think but if its a bigger cam that would be nice. my goal is about 200 hp, i think thats about 35psi. i do have a intercooler for each stage also.
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