interest: 4340 aaz turbo diesel head

[Brian.G]

A great man involved with all this kind of stuff whos first name was Henry once said,

''If you think you can or think you cant, your right''

You need to make up your mind I feel.
Selling them is a different thing altogether though.

[speed51133!]

geeze...why dont you just build a time machine while your at it?
you have about as much clue how to do that as you do casting your own head.

[NintendoKD]

since you seem so confident, you do it then, we will have a race and whomever has the best head wins. Is that what you want or are you just a nasty troll wating to dash others dreams beneath your bridge?

[Brian.G]

Start studying, and spending less time on here

[EugeneDubbin]

I love to see innovation, and new ideas, but coming from someone who sees 4340 daily, you really, really don't want to try and machine that stuff unless you really, really need it... a good 7 series aluminum would be much better for what you want, nevermind the lack of (visible) market for the product you want......

[NintendoKD]

the No. 1. reason behind this whole subject is to have a head that can withstand the 30+ boost range without the loss of engine life. the stock heads might be able to hadle some decent EGT's and some 20+ boost without melting the pistons to the cyl. walls the stock al. material just will not hold up to the punishment it will inevitably will recieve from some of those more spirited than most. the added bonus is that the head will be somewhat better for cold starts, and for the low static compression ratio of running 17.5/1 of the frankenmotor setup of running 1.6 bottom and 1.9 top. The design and R&D stopped here on the IDI scene, I hope to revive it somewhat, and raise awareness of the practicality and overall superlative properties of a turbo diesel over regular petrol...... and probably most importantly, because someone said that it cn't be done..... by me.
www.battleofthebuilds.com team kaiheitai xb assault guess who's on the team, and guess who is not going to SEMA cause I'll be in AFGHAN I really want to make this come into fruition a 300+ HP 1.6l IDI TD would be awesome not to mention it would be pushing a 2400 lb MR2 Spyder.
I have the drive, the initiative, but not the means, I WILL FIND A WAY! I am a MARINE.

OORAH! SEMPER FI,

Kevin

[pete@integrated]

There is a reason why 300+ bhp cummins diesels weigh 1500lb. They are like, 5-7 liters. To make that power out of 1.6L requires cylinder pressures far beyond what current piston technology will support- even the latest steel crowned stuff.

Sure, they might get near that output per liter in diesel tractor pulling, using 150+ psi boost, but they are also running such low compression the thing hardly wants to start. They are using billet cylinder heads and big clamps to hold the blocks together, and still, the life span under load is measured in seconds.

If you want a 300bhp street diesel, go buy a dodge with a cummins in it.

Once again, not trying to rain on your parade, but there are engineering realities which stand between you and your dream. If it was possible- let alone cheap and easy- trust me, diesel cars would be EVERYWHERE.

Plus, a VW transaxle + 300 diesel hp... Get out your bus pass!

[NintendoKD]

transaxle, I am using a custom driveline with an 02Q tranny placed into an 01' MR2 Spyder. should hold together ok. The goal is 300, if I don't achieve that then no big loss, but I want to squeeze every last bit of power from this engine. I understand very well about limitations of the components. Ceramic pistons? ceramic swirls? I will be using a mains girdle to prevent block flexion.

[pete@integrated]

An 02q is a transaxle, and it doesn't really matter what you put it in. By putting it in there RWD, you'll just have torque AND traction. All the more likely to strip gears.

I don't mean to hate, but- you need to do some serious research.

The main girdle won't do much. It just stops the caps from walking, essentially- and even that is debatable if you are talking about most on the market.

[g60vwr]

This is going to another Savoy project, Kevin? Did you finish that car?

[NintendoKD]

my machinist here has a brain tumor the size of an almond, and can no longer keep his hands steady, so the 54' savoy is a no-go for now, still needs machine work.
UPDATE:
www.battleofthebuilds.com
I am a proud member of team kai hei tai and working fervently on the xb assault. Complete dissassembly has occured, and measurements have been taken for the tube frame chassis. We are currently awaiting word on a rav-4 suspension and driveline to put onto our beast. Once again, I know, I'm nuts, completely bonkers, but that is me. Still no word back from my contacts in Vietnam, but those standing by in china are beginning to chomp at the bit. The company in question utilizes their facilities for the production of diesel workhorse engines, and would love the head for their own longevity designed idi generator/welder/etc. engine. they will cut me a deal.

[speed51133!]

with thoes writing skills you should write a book, for the blind.

[dubCanuck1]

I don't pretend to be an expert on this, but there have been diesels (1.6 IDI AND 1.9 TDI) that have achieved close to the 400 ft lbs, 200 hp mark on relatively-stock internals.

Running higher boost (say 30 lbs plus) would require primarily using stronger head bolts to keep it from separating. The Cosworth ARP studs seem to do the trick.

Over the years of reading into various TDI/IDI projects, indications are that if you want to push over 200 HP, you'd have to drop the compression. By doing so, you'd start to lose torque numbers as well though. After a while, you're looking at compression numbers similar to a gasser and "daily" seems to be inversely linked to higher HP than that. I've also seen some instances where people who are used to driving a high torque diesel go over to Europe and drive a higher-HP Skoda or SEAT car and report being rather upset that the cars weren't as balls'y as the lower-hp/higher tq versions.

There might be other ways to achieve your 35 PSI numbers on a regular basis without necessarily dropping tens of thousands of dollars on R&D. I'd start with what has worked for others; cryo-treated internals, ceramic coating, porting, cams, water/meth injection, etc...

I'd blow up a few heads first (still cheaper than the R&D tag), then debug where they blow.

If you're on vwdiesel.net a lot, talk to hillfolk'r. he's running a high-boost m-TDI in his rabbit and uses water/meth with Cosworth head studs and a bigger turbo (can't remember if it's a mech VNT or a fixed aspect) for drag racing.

Just a thought....

[Rado.16vT]

didnt malone run 400hp on his compound idi engine? why go at it the hard way?

[dubCanuck1]

No. close to 400 ft lbs and ~200 hp.

[RedWabbitVR]

if your casting a new head why stick with the old out dated tech? why not go with direct injection?

400tq? thats crazy

[TechMeister]

If you were able to make a cast steel head that would live the engine block is not likely to. It's a real challenge to get to the power level you desire with any reliability with anything less than a low seven figure budget.

[Brian.G]

If you were able to make a cast steel head that would live the engine block is not likely to. It's a real challenge to get to the power level you desire with any reliability with anything less than a low seven figure budget.

You could fit 4340 burst panels into the piston crowns??

[TechMeister]

You could fit 4340 burst panels into the piston crowns??

I'm familiar with enthusiasts who unknowingly create engines with 4 or more additional wastegates... depending on if it's a four or six cylinder engine.

[Brian.G]

I'm familiar with enthusiasts who unknowingly create engines with 4 or more additional wastegates... depending on if it's a four or six cylinder engine.

Ive met a few of those too...

[puebla]

Whatever you're smoking, can I have some?

..... sharing is caring.

[NintendoKD]

both. I can also vaporize diesel before injection, this a new concept as far as I'm aware, I also have a way to automatically advance, retard, the injection timing based on the fact that mechanical injectors are used and a given braking pressure, once achieved, will open the injector and begin combustion. Utilization on a twin injection cycle injector "aaz style" injectors wil be of necessity. I am an inventor, and as an unfortunate side-effect I cannot envision how much capitol will be necessary to complete my dream. What I see, is certainly achievable, and even has longevity, even at such high power output as 400 ftlbs, the weak links will be the driveline at that point. I think my stupid laptop erased the first part of my message and frankly I forgot what I wrote, but you get the basic gist of it, AL just won't hold up, I need to find a dreamer like myself that doesn't mind spending the time "with me" of course to put into the development of such a engine. The plumbing is very unique. ~15 horsepower per litre sounds ludicrous, unachieveable even, especially with any kind of economy longevity or emissions in mind, however, I hope to achieve all three. Of course the power to wieght ratio of the finished vehicle will be comparable to supercar status, and measures will have to be taken for traction purposes, but I have plans for that as well. My dream will not be broken. I have essentially discovered something very unique about combustion and the ICE, I will exploit this, some have even achieved this, EX. 1959 opel p1 experimental, smokey unick's fiero@ 2hp per cubic inch and 55 mpg. I am not looking to satrt a riot or disprove hundreds of years of proven science, I am in line with all of it. I also don't want a million dollars, but hopefully through the realization of my dream change can be made and progress with thrive.

[NintendoKD]

I don't pretend to be an expert on this, but there have been diesels (1.6 IDI AND 1.9 TDI) that have achieved close to the 400 ft lbs, 200 hp mark on relatively-stock internals.

Running higher boost (say 30 lbs plus) would require primarily using stronger head bolts to keep it from separating. The Cosworth ARP studs seem to do the trick.

Over the years of reading into various TDI/IDI projects, indications are that if you want to push over 200 HP, you'd have to drop the compression. By doing so, you'd start to lose torque numbers as well though. After a while, you're looking at compression numbers similar to a gasser and "daily" seems to be inversely linked to higher HP than that. I've also seen some instances where people who are used to driving a high torque diesel go over to Europe and drive a higher-HP Skoda or SEAT car and report being rather upset that the cars weren't as balls'y as the lower-hp/higher tq versions.

There might be other ways to achieve your 35 PSI numbers on a regular basis without necessarily dropping tens of thousands of dollars on R&D. I'd start with what has worked for others; cryo-treated internals, ceramic coating, porting, cams, water/meth injection, etc...

I'd blow up a few heads first (still cheaper than the R&D tag), then debug where they blow.

If you're on vwdiesel.net a lot, talk to hillfolk'r. he's running a high-boost m-TDI in his rabbit and uses water/meth with Cosworth head studs and a bigger turbo (can't remember if it's a mech VNT or a fixed aspect) for drag racing.

Just a thought....

thanks for the tip, I'll send him a pm next chance I get. This isnt about power, what I hope to achieve is much more than simply power. TDI was the industries way to cheaper manufacturing and cheaper way to produce "easy" power and emissions. I say that IDI has not been thouroughly explored, more power and reliability can be gleaned from this design. The swirl chamber didn't change that whole time, not because there isn't a better design or idea, but because people were chasing money, not progress.

[NintendoKD]

This is going to another Savoy project, Kevin? Did you finish that car?

If you are talking about my f-head engine, no, not yet, I made an important discovery while working on that project. I am a Marine, and am not made of money, I am also a Marine and primarily have a job, upholding and defending the constitution of the United States of America "see oath of enlistment" I wish I were born with old money or maybe have won the lottery, and could afford to spend all of my time working on this stuff, my passion is to change the world, through engineering. I am hopeful of the F-head design, it is a proven design, however using the original 230 block for any amount of racing would be tricky, too few mains. My interesting discovery, however reduces stress from combustion and runs lean, and since I use the heat from combustion as a way to perpetuate it there is no risk of overheating, even with poor designs such as the zephyr v-12 "another project" you can find me moonlighting on those forums as well.

[NintendoKD]

Whatever you're smoking, can I have some?

in all seriousness, my car eill smoke very little, if at all. I know this will dissapoint lots of enthusiasts, but the idea is to reduce pollution as well.

P.S. I get that you are talking about using controlled substances, however, talk of such is against forum policy

[NintendoKD]

geeze...why dont you just build a time machine while your at it?
you have about as much clue how to do that as you do casting your own head.

Working on that too, been brushing up on my quantum theory as of late. If possible, at all, it will require matter that is already travelling at near the speed of light, and a way to literally bend spacetime so much that it goes in the other direction.

[NintendoKD]

Working on replacing my engine in the 98' passat, also going to measure the clearances for the 75 c-10 longbed "needs a driveshaft after replacing the defective transmission and flexplate" if you need to contact me use pm's please, thank you.