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Old 08-14-2013, 08:16 PM   #31
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The stock turbo compressor housing has to be clocked to clear whatever motor mounts you choose to fab. On the stock unit, a large internal snap ring is compressed to turn the housing. Simple.

On the Garrett, you loosen several capscrews to move the compressor housing.
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Old 08-17-2013, 09:49 AM   #32
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WOW, very impressive. Definitely following this thread!

Other than gas mileage, what are the advantages of diesel over gas?

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Old 08-17-2013, 03:21 PM   #33
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Thank for the compliment. My goal is to make swapping a modem emission compliant diesel into a TJ. The appeal is mainly to those that just prefer a Diesel engine for greater trailing endurance. Secondarily, I have friends in SOCAL that are limited in parking space (condos), and want a TJ but wanted to be able to commute and trail without toting so much gas. So my goal was to make it work 5 days, then get across the mountains to the desert to camp, play, then commute the next week on one tank.
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Old 08-19-2013, 05:33 PM   #34
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The new VNT 17 turbo on the engine. Note the braided oil feed line, which is an aftermarket upgrade from Kerma. The EGR cooler feed pipe must also be replaced, also available from Kerma.
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Old 08-19-2013, 09:57 PM   #35
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I wanna see you roast the tires off this rig haha
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Old 08-20-2013, 07:03 AM   #36
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I wanna see you roast the tires off this rig haha
I expect this one will be quick. Don't know if it'll roast the tyres lol.

The green Jeep has broke loose a couple times when I had to get out in fast traffic. And with that, as well as uprooting some small trees and holly bushes, have yet to blow the AX-5 up!
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Old 08-23-2013, 12:30 PM   #37
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These are my first 5 adapters for use with the 2.0 common rail engine.
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Old 08-23-2013, 02:49 PM   #38
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Those look expensive.
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Old 08-23-2013, 03:29 PM   #39
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Those look expensive.
I was surprised how it fit in the budget. Of course, the expense is in the drawings, rendering to software for modeling, and cnc box. Unit cost was affordable.
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Old 08-23-2013, 04:43 PM   #40
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Quote:
Originally Posted by 1979WagoneerLTD View Post

I was surprised how it fit in the budget. Of course, the expense is in the drawings, rendering to software for modeling, and cnc box. Unit cost was affordable.
Do you have any plans to sell the pieces/drawings that had to be machined for those that don't have the knowledge on how to draw that stuff
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Old 08-23-2013, 05:48 PM   #41
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Quote:
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Do you have any plans to sell the pieces/drawings that had to be machined for those that don't have the knowledge on how to draw that stuff
Yes, I plan on selling the components as a set. They really are the keystone components, and leave it up to the builder to fabricate whatever mounting they want. I have the 2.0 as a mock-up which I'd like to perfect a cantilever-type truss that does not interfere with servicing the timing belt. That's being drawn now.

All the design material is proprietary for the time being.
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Old 08-27-2013, 02:02 PM   #42
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following along with enthusiasm! I had a few gasoline Jettas before my TJ and helped friends do two different 1.9L TDI biodiesel conversions. Hoping to learn more about this motor.
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Old 08-27-2013, 09:28 PM   #43
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following along with enthusiasm! I had a few gasoline Jettas before my TJ and helped friends do two different 1.9L TDI biodiesel conversions. Hoping to learn more about this motor.
Cool thanks for the follow. The 1.9 BEW was the first of a new generation of diesels that had pilot injection with cooled EGR. A decent motor, it is less common in North America than the previous ALH or subsequent C class clean diesel. Although VW doesn't endorse biodiesel above B10, I've used B100 with no ill effects.
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Old 08-27-2013, 09:50 PM   #44
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I wrapping up a quick rewire of a 66 Mustang. As soon as its out the bay, the MK ll gets back underway!
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Old 08-28-2013, 11:44 AM   #45
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Crankshaft adapters machined from 4140 steel.
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Old 08-28-2013, 05:03 PM   #46
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Torque crankshaft adapter in three phases: 22, 44 (lbs ft for both), and an additional 90 degree arc for stretch.
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Old 08-29-2013, 04:16 AM   #47
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where in Ga are you located i would love to come and take a peak at this.
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Old 08-30-2013, 10:15 AM   #48
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As with any engine/transmission assembly, alignment sleeves or dowels are critical to keep everything lined-up. The engine takes two VW sleeves, the Jeep two.
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Old 09-01-2013, 03:15 PM   #49
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This had been covered on pirate and JeepForum, but here's a repeat.

The alignment sleeves on the 4.0 are AMC spec; V-8 and six. American Parts Depot, which specializes in vintage AMC parts, has them on the shelf.
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Old 09-01-2013, 05:19 PM   #50
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This pic is from late 08, Ocotillo Wells. Not relevant to build but good memories.
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Old 09-03-2013, 04:17 PM   #51
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Engine and transmission staged ready to couple, and then buttoned-up.
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Old 09-08-2013, 04:12 PM   #52
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The engine and transmission are installed and ready for final positioning.

Again, the easiest way to determine where to position your motor mounts is to simply bolt-up the transmission mount where it was with the gas engine. My adapter (not used here) provides more space between the engine and firewall.
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Old 09-08-2013, 09:56 PM   #53
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The VW operating system functions independently of the Jeep engine controller, regardless if you have earlier CCD or PCI Chrysler systems.

Since you need to power the Diesel engine controller, electric cooling fan, etc, this 7 bank relayed circuit system allows you to do that safely using keyed power.
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Old 09-10-2013, 03:21 PM   #54
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The motor truss mounts are placed an then welded. I use Martin Seymor Chassis Black from NAPA to finish coat.

The turbo compressor housing can now be clocked and capscrews torqued.
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Old 09-12-2013, 03:48 PM   #55
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Front engine accessory drive, aka a/c, generator, power steering pump, and tensioner/belt.
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Old 09-12-2013, 05:33 PM   #56
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Looking great!
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Old 09-17-2013, 08:30 PM   #57
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More of the front clip goes on. Plumbing is a little confusing; engine, oil cooler, EGR cooler, heater core, recirc or radiator. Plumb it this way and you'll get warm air pretty quick on cool mornings.
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Old 09-18-2013, 03:54 PM   #58
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Does the BEW have the same crappy plastic coolant flange that the AWW and other gas motors have? I had several failures in 3 years with my previous 1.8t.
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Old 09-18-2013, 05:22 PM   #59
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Quote:
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Does the BEW have the same crappy plastic coolant flange that the AWW and other gas motors have? I had several failures in 3 years with my previous 1.8t.
You mean the thermostat housing? It's plastic yes, however I'm not aware of there being any failures associated with it, and IATN doesn't give anything unusual reported on the BEW/BRM/CBEA/CJAA.

The coolant temp sensor is problematic across the engine line however, with a few reports of coolant leeching into the connector.
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Old 09-18-2013, 05:46 PM   #60
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Quote:
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You mean the thermostat housing? It's plastic yes, however I'm not aware of there being any failures associated with it, and IATN doesn't give anything unusual reported on the BEW/BRM/CBEA/CJAA.

The coolant temp sensor is problematic across the engine line however, with a few reports of coolant leeching into the connector.
Yep, we're talking about the same thing.

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