Golf GTTDI 115BHP PD INJECTOR CHANGE

[davey_boy]

Hi, I am looking to upgrade my injectors to the ones used in the 130BHP engine. I recently posted on a spares sight and was offered a set which I was assured were from the ASZ (130) engine. I purchased the set for what i thought was a decent price (£150), considering the £1400 cost from new. When the set arrived I was a little concerned as the set contained 3 different part numbers as follows.

038 130 073 AR
038 130 073 AA
038 130 073 AL

I have been informed by the VW dealer that the 'AA's and the 'AL's are the same part with superceeded numbers and that they are indeed used in the ASZ engine. When he checked the 'AR' number he told me that his system stated that it was brand inhibited, which basically means that it is used on other VAG brands.
The guy that sold me the injectors told me they came from an A4 with the ASZ engine though i'm a bit dubious.
I am going to speak to Audi this week regarding the 'AR' part number but I was wondering whether anyone here has any info on it, or whether anyone has any experiance of swapping PD injectors.
I have had the car re-mapped to about 150BHP, (the change has has blown me away) my plan is to get it done again, I have been told I can take it to about 180BHP with just the injector change, does anyone have any experiance with a similar process.
Also I'm looking at swapping the suspension, was pondering on just Eibach springs, will I get away with not changing the dampers.
Thanks, Dave

[Col]

Nice to here your getting into some proper modding !!

However, I think you are possi bly going about power increases in the wrong order.

Did you know that the 130 has a bigger turbo and a much wider inlet tract that obviously flows more air. That would be the starting point for me. I've heard that even the standard injectors have the ability to pump lots and lots of fuel and can provide lots of power so sorting out the engine breathing and turbo would be the starting point for me.

As for fitting the injectors, I know you need a slide hammer type tool to exreact them and some very accurate measuring is needed upon re-installing.

Suspension wise, eibach springs are fantastic but it would be a waste of money not changing the dampers as well.

Personally though, if it were me, I'd flog the car and get a 130 and mod that, probably not what you want to hear though.

[Loofer]

Did you know that the 130 has a bigger turbo and a much wider inlet tract that obviously flows more air.
Now I didn't know that. I knew the 150 had a bigger turbo and a front mounted intercooler, whereas the IC is side mounted on the 115 and 130.

So would that mean the power delivery comes in a little later in the rev range as a result of a bigger turbo? How would you get round that?

[Col]

As you probably know, there is loads of grunt low down but things get lifeless at the top end. The 130 pulls harder further up the rev range than the 115. Power coming in later in not the issue, it is how long the power is available for which is where the 13 wins.

I can't give exact dimensions but the 115 inlet tract is about 1 1/4 inches the 130 is about 1 3/4 inches in diameter. This I think overcomes the lag issue.

Also did you know the 115 has a lower compression ratio, think it's 18.5:1 as opposed to 19.5:1 for the 130. This isn't a bad thing assuming methods are the same across from the petrol engines where a lower compression ratio is much much better for upping the boost on turbo chraged engines. Like I say, I not sure if the same rules of physics on diesels.

[Loofer]

As you probably know, there is loads of grunt low down but things get lifeless at the top end. The 130 pulls harder further up the rev range than the 115. Power coming in later in not the issue, it is how long the power is available for which is where the 13 wins.

I can't give exact dimensions but the 115 inlet tract is about 1 1/4 inches the 130 is about 1 3/4 inches in diameter. This I think overcomes the lag issue.

Also did you know the 115 has a lower compression ratio, think it's 18.5:1 as opposed to 19.5:1 for the 130. This isn't a bad thing assuming methods are the same across from the petrol engines where a lower compression ratio is much much better for upping the boost on turbo chraged engines. Like I say, I not sure if the same rules of physics on diesels.
Daaaaamn... do you build/design these things or just read alot?!;)

[Col]

Daaaaamn... do you build/design these things or just read alot?!;)

Nah....... have had a few, so know a thing or two.

[davey_boy]

Cheers for the input BigCOl, this all came about after I had the car chipped up recently. The guy that chipped my car told me that the basic difference between the 115 and the 130 is the higher flow rate injectors and the more aggressive fuel map, he did also metion the bigger air inlet, he told me that this is only different up to the air box though and is easy to change???
He told me that if I can obtain a set of injectors he will be able to re-map the car to about 180 BHP, I think it is sitting around the 150BHP mark at the mo, the change from standard is mind blowing!!!
Going back to the injector swap, I obtained a copy of Elsawin this week, I must say, what an amazing piece of software, the amount of information is truly staggering. I noticed that there are two types of injectors that were used on my model, the only difference being the electrical solenoid 'nut' on the injector itself. I checked the set I have purchased and they are the 'new' type of solenoid, I was wondering, if my car has the old type of injector, are the electrical connections different, if so are the connectors available seperately.
I am going to take the rocker box cover off this weekend and have a look which type is on my car, my money is on the old type. Any info on this would be appreciated.

On a side note, the guy that did the re-chip on my car has a 130 Bora pushing out about 210BHP, he took me out in it and it was ****** scary!! I think the upgrade process involed a re-map, new exhaust and bigger front mount intercooler, he did tell me that he expected that the standard clutch wouldn't be lasting much longer though. He also stated that a smaller turbo was not necessarilly a bad thing as this has the benefit of a faster spool up time.

Does anyone know just how far you can push these bad boys on standard clutch, gearbox etc???

Anyones thoughts would be most appreciated.

[davey_boy]

Had my current injectors checked and they are the older type electrical connectors. I'm going to try and source the new type connector, if that fails its going to be a soldering iron and spade connectors me thinks. Anyone any ideas on sourcing the connectors, I presume they will be supplied as part of the engine loom from VW.