I've got lots of information from this forum over the years, and more recent Rubjonnys diagrams and part numbers have been really helpful. I also got hold of a 5speed 02K box EWT code from a polo TDI sport. I had the same box in my old polo and it used to sit around 3k at 90mph, a nd returned great economy. With this mk2 being my daily driver I wanted it to be off the road shortest time possible. So I mocked up the whole engine and pipework into my G60 Syncro shell, and got the engine running and revving.
First job was to make the rear engine mount. A standard 4cylinder alloy engine mount will bolt straight to the PD blocks. After reading some info in the 1.8T guide I got the part number for a water flange which will house the mk2 style coolant temp sensor. I've used a M10 Tpeice to mount the two mk2 pressure sensors, in the stock pressure sensor location. I first tried a longer T peice from Demon tweaks but it didn't fit. I got a sump plug adaptor from demon tweaks to mount the mk2 oil temperature sensor for the MFA, this is M14 to M10 adaptor. Now this does work, but seems to be reading low. Maybe the cool air over the sump is having an effect? Or somekind of heatsoak around the sensor.
I have used a mocal cooler for the fuel cooler, mounted under the slam panel. I got this idea from the seatcupra forums. There is a guide to using this cooler as an upgrade. Ive left the original GTI lift pump in place feeding the high pressure pump on the engine. I fitted shallow sump for extra clearance on the mk2. These have nearly doubled in price from VW since I last bought one a few years ago. I added back a few wires back into the bay, one for the solenoid on the starter, and the connections to the wiper motor. I tidied up the engine bay, fitted a freshly painted servo, and a Ibiza Cupra 23mm master cylinder. I used the reservoir that came with the master cylinder. A lot of people change these to fit a mk2/corrado reservoir. I cut down bonnet liner and fitted it across the bulkhead. I removed the pedal box (already converted to corrado). And made a bracket for the electric throttle pedal. I then bolted the bracket to the pedal box.
< tagimg>Krok za krokem uspořádání motoru a hlavní komponenty v motorovém prostoruIts only when I came to bolt the engine mount brackets to the gearbox I realised this gearbox didn't have all the fixings. I mounted the pas resevoir infront of the battery under the slam panel. I modified the original loom and brought it into the car through some blank grommets on the LH side. I then wired these into the car, and tidied the loom. Turbo pipework routing. And the pipework going across the engine bay to the intercooler.
The box fitted nicely into the location that the factory mk2 ECU is mounted. With the engine cover fitted, it does look like the engine has a slight slant. 1. 2. 3. - This area is the battery box fuses and the electric pas connections. 4. 5. 6. 7. - Throttle variable flap (I'm not currently running this due to a EGR delete pipe. 8. I hope this helps people, but please check the connections for your engine/setup. 4. 5. 6. 7. 9. 11. 12. 14. 16. 18. 20. 21. 22. 27. 28. 29. 30. 31. 32. 33. 34. 37. 38. 40. 44. 45. 46. 47. 49. 50. 51. 52. 61. 62. 63. 65. 66. 68. 69. 70. 71. 73. 80. 81. 88. All engine sensors apart from the MAF are connected to the ecu power relay.
Nice fabrication work - so is it running? Yeah it's running. It does really fly. No it's a 130 Fabia VRS BLT. This turbo isn't able to be reclocked. It is quite small, even so the car is running really cool. Nice work mate iv built a MK2 PD130 too stage 3 and should have it back soon.. Thanks guys. The cars covered around 1700miles now, with no problems. I calculated the MPG the other day. This consisted of mixed B road driving to and from work. I made a note of the litres I put in and the mile's I covered, It calculated to 56.8MPG.
S3-Dan, that should be great when it's running. I had a hybrid in my polo TDI, it was great fun. That is quite a smart conversion. You are brave doing this to your every day car but as you say mocking up all the gear in the other shell first was a smart move. So you are thinking you will be getting over 60mpg which is quite impressive. Could you give us some info on how it drives?
I am guessing a 130bhp and lots of torque is going to be very close to the original 140bhp unit? Is it much louder than the new TDI cars as I am guessing the sound deadening these new cars have must kill a lot of the TDI rattle? I took a week off work to fit it. It ended up taking 9 days and 3 evenings. The engine has a remap so is around 170-180bhp and 300lbft of torque. It is alot quicker than the old ABF on the road, the most impressive part is the in gear acceleration. Where it really come's into it's own is when your leaving roundabouts. Because of the lightweight car and the torque it take's off in any gear. I had to cut the bottom of the airbox for clearance, this made the engine very noisey. So I fiberglassed the bottom back in to fit around the mk2 chassis leg. At idle it is does shake the steering wheel a little, with some vibrations. As soon as your on the move it's fine. At low speeds you can hear it a little in the car. I also put the whole mk4 loom & modules in!
From what you are suggesting it would look like the days of dropping a 1.8T or an mk3 16v into the mk2 are looking quite old skool now? From your experience it seams you can actually have your cake and eat it, in as much that you can have a powerful and quick car with out needing to rev its big ends off and still get a genuine 50-60mpg. You certainly can have your cake and eat it. My old polo had 230bhp with 515Nm torque, it was quicker than my old mk2 20vt(k03s) when on the move. But it depends what you want and enjoy from the car. I find high revving 16v and petrols are alot of fun and very rewarding to drive quick. But i prefere living with this day to day. If I had to have a modern diesel car, as a company car or because i had to cover alot of miles etc.
V komentářích se řeší možnosti převodovek a výměn dílů pro delší převodovku, otázky o spotřebě a zvuku výfuku. Příspěvky ukazují, že mnoho lidí volí dlouhý šestikvalt pro lepší jízdní komfort a spotřebu. Zmíněny jsou i alternativy jako 6Q převodovka z jiné platformy a tipy pro úpravy loomu a řídicí jednotky.
Další diskuse zahrnují: - výstupy o tom, že akcelerace v průjezdu zatáček je výhodná díky nízké hmotnosti a velkému točivému momentu, - nutnost úpravy interiéru a izolace pro hluk, - problémy s stabilitou a vibracemi v klidovém režimu, - a tipy pro chlazení motoru a palivového systému pod kapotou (cooler a poloha čerpadla).
Praktické postupy a doporučení
- Najít vhodný základní motorový plán a ověřit kompatibilitu s převodovkou 02K (5-rychlost) a PD motorovou platformou.
- Využít rear engine mount kompatibilní s blokem PD a upravit mount pro hladký servis a montáž.
- Určit genom vody flange pro senzor teploty chladicí kapaliny a upevnit M10 T-kus pro dva tlakové senzory na původní místo.
- Displej MFA a snímání teploty oleje řešit pomocí adaptérů (M14 na M10) a doladit odchylky na čidlech teploty.
- Chladicí systém: použít Mocal chladič pro palivový systém, umístit pod slam panel a zachovat původní palivové čerpadlo GTI pro vysokotlaké čerpadlo motoru.
- Podvozek a brzdy: Ibiza Cupra 23mm master cylinder s běžným hydraulickým systémem; použití Corrado pedálbox a elektrický pedál plynu pro lepší reakci.
- Elektrika: vnitřní vodiče přizpůsobit do karoserie skrz blank grommets; zkontrolovat spojení a těsnění pro kryt motoru.
- Výtah chladiče: vynechání EGR a úprava vedení vzduchu (airbox) pro lepší průchod vzduchu; vyztužit a zakrýt okraje pro minimalizaci vibrací.
- Testování a ladění: monitorovat otáčky, napětí, teploty a správné fungování ECU a pojistek; dbát na bezpečnost při jízdě.
Přehled zkušeností z fóra
Diskuze ukazují, že některé vozy dosahují průměrné spotřeby kolem 56,8 MPG při mixované jízdě, a že výkon dosahuje 170-180 hp a 300 lb-ft točivého momentu po remapu. Uživatelé uvádějí, že akcelerace v nízkých otáčkách je díky nízké hmotnosti auta a velkému točivému momentu výborná, a že odhadem mohou dosáhnout 50-60 MPG skutečného provozu. Odborníci doporučují důkladně zkontrolovat spojení a vedení elektrických kabelů před zahájením testovací jízdy a mít připravený plán výměny dílů pro případ nutnosti servisních úprav.
Další poznámky a vizuální doplňky
Vhodné vizuály: - nákresy vedení palivového kola a sání; - ilustrace umístění převodovky a motorového prostoru; - fotografie hotového podvozku s instalovaným chladičem a elektronikou; - schéma zapojení ECU a napájení.
