Ibiza Mk2 AHU

[Deleted member 32025]

Just like to say i really don't know how i've missed this section of the forum (must be blind) i post alot in the Mk2 section and never really looked over here lol!

Anyway, i've done abit of reading on here (found yet more TDi knowledge!) and i have a few questions... hopefully nothing too repetative.

I am looking at getting a Cat back exhaust (straight through) and want to know where people would recommend? Mine has a hole in so needs doing! I've been quoted £220 from a powerflow place in stoke but i think he included a back box in the quote?

Also I am planning on getting a remap, been looking at UPsolute as they have good price and seem a decent place, the remap for the AHU takes it to 117bhp which sounds respectable but i am wanting to know what parts are different on the AHU to the 110bhp version?

Is it the turbo and injectors that seperate them? And if so how hard will it be to swap them to the 110 ones? And then get it remapped from 110bhp for even more POWER

Also are the green cotton panel fitlers worth there money? Read alot but they seem expensive!?


Any help would be great! (sorry for such a long post!)

 

[Deleted member 32025]

hopefully this is in the right section, if not please move.....

 

[M1KEH]

In my opinion the original paper panel filter is perfectly fine for what you want. Nowhere really sells straight through pipes for these cars so you are better off just going with the powerflow or someone else who makes custom pipes locally.
The difference between the 110 and the 90 is the turbo, an n75 valve, the ecu programmng and the injector nozzles.
If you want to go to 110 first the way I would do it is to remove the egr system completely with blanking plates. Then you can use the EGR solenoid to control the 110's VNT turbo. The turbo and Injector nozzles will be easiest to find from a 110 golf or leon. You will then need a custom downpipe as well. After all that Upsolute should be able to supply you with an ecu map to suit these mods.

 

[Deleted member 32025]

Okay that's alot of useful info thanks

Would i need to re-wire or change something to make the egr valve control the new turbo or do both the n75 and the egr solenoid do the same thing?

Do you think it would be better to maybe get lower milage 110 block with the ecu aswell, mines done about 118k now, Or is there no point?

Another question would be do the non-PD diesel engines out of say a MK4 golf or Ibiza/Leon fit in these chasis? My friend keeps telling me theres no point trying to make an engine thats as old as mine faster might aswell go for something newer? Or is this too much hassle than its worth?

Sorry for all the questions

 

[M1KEH]

Mountings on the newer golfs and leons changed I think, but the engine is still very much the same thing with not many improvements although you can probably find one with less miles. These engines go till at least 200,000 if looked after properly and are very strong anyway.
You just need to plug the egr into where the wastegate controller is plugged in now. But you would need the car to be chipped before you could drive it at all in this state.
You also need to start thinking about a better intercooler and pipework if you are really looking for more power.
In my opinion spending your money on anything more than a simple chiptune for tuning an ibiza this old is like throwing it down a drain. It will be suprisingly nippy with a chiptune, if you had some .216 nozzles and a chiptune it would be even better and wouldn't be the end of the world cost wise and would get you more power.
Depends how much work you can do yourself though....

 

[MJ]

You guys are talking about 2/3 different generations of diesel engines, which do not have interchangable parts.

the AHU is a very early vw engine and the 110 equivalent is the AFN from the cordoba SX tdi and ibiza gt tdi as sold in the european market.

The turbo on the AHU is a wastegate turbo and the next generation of tdi engines as used in the leons (ASV engine code) had the vnt type.

Also just swapping bits from the 110 will not nessesarily make it 110bhp it will have to be programmed accordingly.

 

[Muttley]

M1KEH wrote

The difference between the 110 and the 90 is the turbo, an n75 valve, the ecu programmng and the injector nozzles.

The obvious external difference between AHU (90bhp wastegate) and ASV (110bhp, VNT) is the turbo, The basic engine block is the same, but the manifolds may well be different, I've never compared them (I had an AHU Ibiza and now have an ASV Toledo). Both engines have N75 valves controlling the turbo, and N18 valves, that look the same and perform similar functions, controlling the EGR valves.



If you want to go to 110 first the way I would do it is to remove the egr system completely with blanking plates. Then you can use the EGR solenoid to control the 110's VNT turbo.

I have no idea why you're recommending this. The mechanical control mechanism at the turbo is commpletely dfferent between wastegate and VNT turbo's, but the difference is taken care of by the ECU programming. The N75 valve is just a solenoid valve controlling pneumatic pressure, the same part can control either turbo given the correct cotrol signals from the ECU.


You just need to plug the egr into where the wastegate controller is plugged in now. But you would need the car to be chipped before you could drive it at all in this state.

. . . . . nope, can't make any sense out of this at all.

Plugging the EGR into the wastegate controller will get you guaranteed limp mode, every time. The EGR does not open in anything like the same way as a wastegate. More to the point, why move the EGR from the N18 control valve it is already attached to?


A lot of work would be involved in swapping TDI110 bits onto an AHU engine and making it work. You would certainly need the ECU from the TDI110 donor for a start. By the time you've finished, it would be quicker and probably no more expensive to fit a complete TDI110 engine.

 

[MJ]

The interchangable 110bhp equivalent for the AHU 90 is the AFN, these were the 1st vag engines used in seats but were completely different to the second generation ASV 110 or AGR/ALH 90bhp.

1st gen: AHU - 90BHP
AFN - 110BHP

2nd gen: AGR/ALH - 90BHP
ASV - 110BHP

3rd gen (PD) : ATD - 100BHP
ASZ - 130BHP
ARL - 150BHP

 

[M1KEH]

M1KEH wrote

If you want to go to 110 first the way I would do it is to remove the egr system completely with blanking plates. Then you can use the EGR solenoid to control the 110's VNT turbo.

I have no idea why you're recommending this. The mechanical control mechanism at the turbo is commpletely dfferent between wastegate and VNT turbo's, but the difference is taken care of by the ECU programming. The N75 valve is just a solenoid valve controlling pneumatic pressure, the same part can control either turbo given the correct cotrol signals from the ECU.



The N75 which controls the wastegate is a pressure based system the VNt turbo is actuated via a vacuum based system, I was reccomending doing this if fitting a VNT turbo which is controlled by the N75, which is exactly the same valve as the N18.

You just need to plug the egr into where the wastegate controller is plugged in now. But you would need the car to be chipped before you could drive it at all in this state.

. . . . . nope, can't make any sense out of this at all.

See above

Plugging the EGR into the wastegate controller will get you guaranteed limp mode, every time. The EGR does not open in anything like the same way as a wastegate. More to the point, why move the EGR from the N18 control valve it is already attached to?


I also said their would be the need to chip the ecu to control this setup

You would need to discuss the mapping of your ecu with whoever was going to map your chips to ensure they can change the setup to suit your mods. This conversion has been done many times by people on the tdiclub.com website.

 

[Deleted member 32025]

You guys are talking about 2/3 different generations of diesel engines, which do not have interchangable parts.

the AHU is a very early vw engine and the 110 equivalent is the AFN from the cordoba SX tdi and ibiza gt tdi as sold in the european market.

The turbo on the AHU is a wastegate turbo and the next generation of tdi engines as used in the leons (ASV engine code) had the vnt type.

Also just swapping bits from the 110 will not nessesarily make it 110bhp it will have to be programmed accordingly.

Yeah I was thinking swap, the turbo, injectors and ecu. I did not know that the 110bhp ibiza wasn't a ASV.

The interchangable 110bhp equivalent for the AHU 90 is the AFN, these were the 1st vag engines used in seats but were completely different to the second generation ASV 110 or AGR/ALH 90bhp.

1st gen: AHU - 90BHP
AFN - 110BHP

2nd gen: AGR/ALH - 90BHP
ASV - 110BHP

3rd gen (PD) : ATD - 100BHP
ASZ - 130BHP
ARL - 150BHP

What about the non pd engines from golf's? They do up to 130 non pd?

You would need to discuss the mapping of your ecu with whoever was going to map your chips to ensure they can change the setup to suit your mods. This conversion has been done many times by people on the tdiclub.com website.

I like the idea of the .216 injectors and a re-map this seems easier for the time being, I could then swap to a ASV when I wanted more power / had more money or more time.

It was mentioned it was like throwing money down a drain at a MK2 Ibiza, but the amount of people putting 1.8 20VT engines in and VR6 conversions doesn't seem like it to me!

Where's best to get the .216 injectors from? Or what engine code uses them?

I found a place on ebay selling them for around £70 plus postage? But the injectors on kermatdi are like $350!?

 

[M1KEH]

http://forums.tdiclub.com/showthread.php?t=290552&highlight=.216 Genuine nozzles, I wouldnt trust the cheap ones from ebay.

 

[Deleted member 32025]

Thanks! Not too far from where I live either!