Evolution of my Sooty - with Dynos

**Gigitt** · 20-04-2011, 12:35 AM

Here is my Sooty.

It is a 1996 Golf Mk3 TDI, 1Z engine, 1.9 lt

It has been slowly getting mods over the years.

I have had it Dyno'd 4 times now: Stock, Initial Mods, Mufflerectomy, and on the weekend Intake Manifold.

Stock vs initial Mods: PP520 injector Nozzles, Upsolute Stage 2 Chip Tune, Oil Aitr separator Catch Can.

Mufflerectomy: removed the rear suitcase muffler and rear tailpipe muffler and replaced with 2.5in Stainless Pipe (Stock DP and Cat in place)

Intake Manifold: PD130, Allard ERG Pipe and EGR delete. (also had an upgraded cluch put in and gearbox rebuilt - original clutch was starting to slip at 204,xxx km

)

Comparing the Mods...

As you can see there were substantial improvements from stock (43.7kW) to Initial modes (67.9kW), then a supprising large 12.1kW improvement just with a mufflerectomy (80kW).

After installing the PD130 intake, the gains as (not) seen on the Dyno are debateable - I say this as on the road it is a differnet beast.
The PD130 (PD150) intake allows more air to reach/flow into the outer cilinders... just look at my old stock intake (on right) vs the PD130 intake (on left):

So what did the PD130 intake do for me when on the road...
- well the engine is much smoother reving and at idle.
- the car blows next to no smoke now when I plant to gogo pedal. There is only a little puff as the pipes get cleaned and that is it... I now don't leave a trailing smoke cloud.

Now the thinking is less smoke = more fuel is being burnt which should mean more power... and hence why the Dyno results are debatable with a lower score (75.1 this time vs 80 last time) - but then alot of people saw a lower result this day, but not as bad as last year where cars were down 15-20kW and on the weekend only 5kW with no changes in mods.

Here is my latest Dyno Run video:
YouTube - Sooty - VW Golf Mk3 TDI 1.9 1Z - 75.1kW 296.8Nm ATW Dyno Run

Now my other observations...
The Engine does not like running on the Dyno with the Boostvalve.com as the boost controller... but it is perfectly fine on the road! My first Dyno run plot was horrible and it was the boost valve releasing way too early as the revs rose - even though it is set to 17.5 PSI, the ECU did not like what was going on (you can see it in the video)... The operator said boost just died half way into the run and the engine kept going until he took his foot off the pedal... so I switched the boost control over to N75 with Boostvlave spike control and got 75.1Kw and boost was fine throughout the next 2 runs. Toreque is still up there as last Dyno.

The Dyno Operator said running on the Dyno is quite differnet than on the road, the Dyno puts a very different load onto the engine than if you were blasting through the revs on the road.

So.. What is next!

I have done these mod as they are cheap. I probably should get a custom tune.

A bigger turbo is always the best option and would be the next hardware mod for power - and to do it right: new exhaust header, new downpipe, front mount intercooler and pipe work, 11/12mm fuel pump head... and then at the same time I have to consider that the 1Z has weak internals and I should probably put in sronger Rods and Pistons... Well I don't have $10k to do all this.

I am pretty happy with what the car is doing now.

**Buller_Scott** · 20-04-2011, 04:08 AM

interesting read up, keep the info coming!

i wish we could get bolt-on turbo upgrades for the polo... but it seems that to do this mod would be a headache (fmic, pd150 mani, custom downpipe, pd150 injectors because you might as well make the most of the new turbo, lift pump? etc).

**gldgti** · 20-04-2011, 09:01 AM

I don't think you'd find much in the way of stronger rods and pistons, but it kind of depends what your going for. You could put AHU internals in it....

Its alarming how different the power curves are between your TDI and my IDI, for the same engine geometry and displacement. When I had the stock T2 on my car, I used to have lots of torque at about 2000rpm aswell, but it was just too restrictive at high rpm. looks like your having the same problem. With the T3 now mine will rev to 5200 easy and keep 20+psi on the guage all the way there from about 2800rpm onwards.

**Jarred** · 20-04-2011, 10:45 AM

Ahh, just the thread I wanted to see!

Interesting to see. My diesel put out 75kw at a recent dyno day, which leads me to believe it's been chipped and has upgraded injectors. Can't wait to do full exhaust next, and get some gauges to really see what's going on. (Air/fuel and EGT).

Also have to look into a provent or something, & clean out the intake. And maybe a better FMIC. (or maybe an AWIC)

Obviously a biggger turbo is on the list of things to do! I'd love to get a GT17b off a GT TDI (MkV). After driving a VNT 1.9TDI and my 1.9TDI, you can defiantly feel the difference between the two, and the refinement the VNT brings to the power delivery.

**Greg Roles** · 20-04-2011, 10:50 AM

Originally Posted by Gigitt

Here is my Sooty.

Now the thinking is less smoke = more fuel is being burnt which should mean more power... and hence why the Dyno results are debatable with a lower score (75.1 this time vs 80 last time) - but then alot of people saw a lower result this day, but not as bad as last year where cars were down 15-20kW and on the weekend only 5kW with no changes in mods.

Love your work!

If you are seeing less smoke out the back from the intake, you are definately flowing more air for the fuel delivered. I'd agree the power difference is down to dyno's on different days, and I wouldn't expect much overall power gain from a better flowing manifold, but the response should be better, and you can now add more fuel to make more power because of that increased airflow.THAT'S the good news!

I agree the fuel that is there is now reacting more completely with the extra air, and you should have seen some jump in power, but the difference between a soot cloud and a small ne is quite small, so perhaps you were on the cusp of soot free exhaust, and the available "extra fuel" was only small to begin with. I'd have a crack at turning the fuel up if you can do so easily.

Impressive result from a muffler chop, it must have been very restrictive!

**Greg Roles** · 20-04-2011, 10:59 AM

Originally Posted by Jarred

Ahh, just the thread I wanted to see!

Interesting to see. My diesel put out 75kw at a recent dyno day, which leads me to believe it's been chipped and has upgraded injectors. Can't wait to do full exhaust next, and get some gauges to really see what's going on. (Air/fuel and EGT).

Also have to look into a provent or something, & clean out the intake. And maybe a better FMIC. (or maybe an AWIC)

Obviously a biggger turbo is on the list of things to do! I'd love to get a GT17b off a GT TDI (MkV). After driving a VNT 1.9TDI and my 1.9TDI, you can defiantly feel the difference between the two, and the refinement the VNT brings to the power delivery.

The challenge is controlling those VNT vanes, not a simple task. The 1749vb is the 103kw, the 1749vc is the Euro 125kw one. Also, if you do try to find a diesel air fuel ratio gauge, diesels go from lean towards ideal, so from 80:1 down to about 22:1. ALL petrol air fuel gauges go the other way and top out at about 18:1 and a diesel never sees that low, they start smoking terribly at about 22.

**Jarred** · 20-04-2011, 11:40 AM

Thanks Greg. I think with the VNT's (I've only briefly looked, not done all my research yet, and not buying yet either

) I need to get one with a mechanical vaccum actuator, as opposed to an electrically controlled one. That's still a while away though.

Didn't know that about the AFR gauges. Havn't decided between a bum probe, or just a gauge.