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Sun Mar 19, 2017 9:11 pm

Karl, I think that turning of the fuel screw did it. I think it just backed out as you suggested.

I did some highway, city, and went camping in the mountains at around 5k elevation this weekend at Crystal Lake in Azusa, CA. About 130miles with a tad over half a tank; first real trip since fixing my speedo cable.

I never exceeded 650F on the EGTs and oil temps were about 220/230F. Coolant temps never moved.

Very well tuned IP Karl. It really makes that engine groove. Even the two times, where my IC & Turbo hose popped off (got a T bolt clamp on it now) and I had no turbo power, it hummed at 50 no problem. With the IC & turbo, up to 80 possible. Seems like 67mph is the sweet spot with all the various bits.

Still need to order the cluster foil kit when I get paid to get my tachometer cluster working. I'm curious about the RPMs.

Tue May 09, 2017 9:01 am

Okay, giving an update here.

5000 miles on the new engine and loving it!

One lesson learned in a minor gotcha easily recoverable.

That is, use T-bolt clamps around the inter-cooler piping on hoses. I kept popping off the one connecting the turbo to the IC.

It would normally pop though when I hit around 22psi on the turbo (K14).

The diesel dash-cluster I created, had a defective speedometer (trip & odo don't work), and I think the tachometer from the MK2 CE1 cluster was also defective. It looks right at idle, but when you're moving it goes counter clockwise and locks up. I need to send those out to get repaired I believe. However, my MPGs are about what I expected (30-33).

Statistical info, my EGT's even on the most insane hill never exceeded 600/650F and on average I'm at around 400/450F crusing on the highway. Oil temps around 220-250F.

I generally cruse 60-70mph, but have rocked it up to 85mph a few times no sweat. The real sweet spot seems to be around 67mph on the engine hum which works for me perfectly.

Overall, I think total success.

Thanks everyone who contributed to the build!

Thu Jun 27, 2019 12:12 pm

Okay! It's been awhile, and I figure it's time to update TheSamba to all the current events.

I am now currently on 62k on my conversion. Last November I ended up getting towed to Karl @ WestyVentures pad to repair a failed transaxle mainbearing replacement during the rebuild process at a pretty known shop. I was planning to visit and hang out with Karl anyways, BUT not under that circumstances :/

Anywho, besides that and a little stuff here and there (and a recent vibration I can't seem to pinpoint), the engine itself has been smooth!

There have been a few modifications and updates to mention though.

All the updates are at the website as well http://vanagondiesel.info

Okay, not sure if mentioned from the conversion process, but I was going for PP520 nozzles, BUT KermaTDI lost my injectors for three months then when they found them only had DLC764, so.... that's been my knowledge.

I'm debating going to DLC1019's or just the original idea of the PP520's. I have a spare set of injectors with me currently in the PNW I could drop off to Cascade German and plop either on. Then install them down there somewhere once I get them. I'm currently running Karl's 4bt IP (mTDI) pump to refresh the build notes.

I've been running my K14 HARD like 21psi at the max boost. The EGT's will climb to 1250F and hold and eventually back down when on 6%+ inclines. Crusing on highway I'm a round 450-850F depending on the incline (normal ups and down not 6%+). I don't drive like a race car; too blind for that, but up to 80mph isn't an issue. I don't mind pushing it hard once I'm at a certain speed. I generally cruise on highways 63-67mph.

In some instances not often I have reached 1350F; excessive LONG 30min+ super inclines. This is with the Renault 5GT A2A IC (Dual Core) tucked in the standard DS rear taillight location. VERY little modification needed and it fits like a glove. No way a fan would fit on it. However, in all honesty even in Yucca, AZ with triple digits in the summer, I never really worry about EGTs. Coolant temps & EGT's are the least of my worries LOL.

HOWEVER, there was one thing that did become apparent that I would care more about. Oil Temperatures! I hauled a 2.0 TDI engine from St. Louis, Misery to Mapleton, Oregon and my oil temps were pegged 260F and if pushing it hard a hair over 260F @ 55mph. Mind Betsy now is a hightop hauling my tricycle and last weighted was a total of 5550lbs. Without the extra hauled engine, my temps hover between 240-250F. If I pushed it hard 260F wouldn't be unheard, but it wouldn't go past this.

Now the previous stated was with the following modifications;

Aux Oil Cooler:

1x 028117021E - oil cooler V6 4Motion Cooler - Good for Stock AHU engines
1x 028117070B - oem cooler seal. The febi one sucked
1x 038117070B - oem cooler seal.
Get the tube & nut; same for both O/Cs
1x 028115721B - union tube
1x 068115723 - hexagon nut; ADC,AAZ,ABA,; AHU,1Z

I also implemented Karl's O/C modification;

http://www.vanagondiesel.info/index.php/Coolant_System#Aux_Oil-Cooler_Modification

Now, with Karl's modification, at 2.0 TDI O/C fit even BETTER! And my oil temps came down quite a bit. When hauling that 2.0 TDI, my temps went to 250F as my max. I can push 260F, but it's HARD to do. I was cuising 65-70mph easy. I'm VERY happy with this modification. I'll add photos in a few.

You need parts;

Choose an Oil Cooler:

1x 038117021B - oil cooler for a 2.0 TDI engine - Good for Enhanced AHU Engines
1x 028115721B - union tube
1x 068115723 - hexagon nut; ADC,AAZ,ABA,; AHU,1Z

I did grab a GT2052 that I plan on putting on, I have created a trapazoid to T25 adaptor that I'm going to use. Hoping this coming winter. The K14 isn't bad, but I want a bit more response and airflow. And . . . mid 20's boost wouldn't be too bad either ;)

I'm really on the fence of the injector nozzles, I was using; https://www.myturbodiesel.com/wiki/tdi-nozzle-upgrade-fuel-injector-faq/

As a general guide, which seemed PP520/DLC1019 would be a good fit with everything. I don't recall if Karl used DLC1019 before, but I know he used PP520 before. Any experience here?

Thu Jun 27, 2019 12:25 pm

I used the DLC1019 in my van that was sold and went to South America. Matt and Sarah reported they worked great even to 15,000' in Bolivia. I do know the EGT on those was lower than PP764 nozzles I had been running previously with the GT2052 turbo.

Thu Jun 27, 2019 1:52 pm

Kerma suggested the DLC1019s for a vanagon because we're not pushing these things to redline. I think they said the DLC1019s make power sooner. The PP520s make more at the top end.

I don't know how the 1019s will work with your setup, but I'm happy with them on my chipped AHU.

Good info about the oil cooler, thanks for sharing.

Thu Jun 27, 2019 2:02 pm

I swapped out some Race 520 nozzles for DLC 1019's (Stage 2, modified pilot) and lowered EGT's by 100-400 degrees. The difference is, as you might expect, most notable on long mountain passes at highway speeds. I can now maintain 60mph on Snoqualmie Pass with EGT's at 1250 degrees, whereas with the larger nozzles, I was having to drop the speed down to 50-55 on the steeper sections of the pass.

My seat of the pants assessment is that I also gained some fuel efficiency, but I haven't bothered to actually measure.

The Race 520's that were in there were way to much nozzle, I don't know what the PO was thinking.

Good info on 764 v. 1019 in this thread: http://forums.tdiclub.com/showthread.php?t=472921&page=2

Wed Nov 20, 2019 1:37 pm

So, I haven't updated much on TheSamba, been on FB or my own website.

I ended up with DLC764's, because of a mishap with Kerma for the PP520's I wanted.

I also have a pair of 1019's I got from Casecade German I may play with.

I recently put on the GT2052 which if you compare the nozzle specs the DLC764 seem more fitted to the HP range of the turbo than the DLC1019's.

With the GT2052 I put on and recent tuning I can do 75mph up a 6% boosting around 18lbs and only be around 1050-1150F EGTs.

I may swap in the 1019's down the road to compare.