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Old 01-29-2013, 08:27 AM   #91
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"I guess my question (or rambling thought's are) the older diesels needed power to the pump, power to the solenoid on the injector pump and power to the glow plugs to start and run, nothing else. With today's more electronic driven engines I can see a massive headache attempting to do a conversion."

There are several vendors that back-fit the newer JK with 4BT cummins engines, which have the Bosch P-injection system you speak of on the 6B. Indeed it is simple and effective, like older breaker-point SI engines.

And time moves-on, which in the transportation industry (North America in particular), is governed by two principles that we cannot escape from: Emissions and Average Fuel Economy. For years, government was able to strong-arm the OE's into compliance with Clean Air Act, CAFE in 1978, and subsequent additional revisions that now directly affect compression ignition engines. Mechanical setups are limited to a fractional time-frame in which to manage fuel via mechanical governors and other devices that cannot promote thorough combustion. "Rolling Coal", although cool to some, is hard-earned cash crapping out the exhaust. Now I'm rambling

Modern diesel electronic controls have opened-up incredible performance from engines, like in your Rabbit, unthinkable 10 years ago. I mean, 119 cubic inches of displacement that doesn't stink, hauls butt, and allows you to spend time trailing instead of carrying so much extra gas. VW is the ONLY OE to have invested in small, powerful diesels certified for North American and CARB. When I say only, I emphasize mass MASS production....thousands available, including parts, training, and support. Right under our nose since 1997.

When it comes to electronically controlled diesels, it's not much different than an LS1 or Hemi swap; the learing curve and experience will make it more benchmark. Most importantly, it demonstrates that it is feasable, it works well, and it is clean.

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Old 02-08-2013, 08:26 PM   #92
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Well-past the 1k mark. The main issues:

4.56 gearing is a good balance with 33 12.50 15's
25 mpg is the average city/hwy average
Charge air cooler tubing

The latter problem was overcome with some longer sections of silicone tubing. Overall, it continues to work well in cold or warm temps.

Calling this a success, so on to the 2011 JKUR 2.0 TDI conversion study.

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Old 02-14-2013, 07:57 AM   #93
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beautiful job
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Old 02-17-2013, 04:40 PM   #94
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Thanks to you and everyone else that either asked for feedback or were curious.

I drive it everyday; even now that I'm in GA it warms up fast, and scoots in traffic. Probably would get better mileage if I kept out of the throttle
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Old 02-19-2013, 10:39 PM   #95
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Wow, just caught up on this build. Awesome!
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Old 02-21-2013, 05:42 AM   #96
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Couple questions about the throttle pedal assembly mount and wiring.

I used the old accelerator pedal swivel mount as a template for a doubling plate (see pic).

Then, the wiring ran through the existing hole in the firewall. I used a regular rubber grommet and some butyl to seal. Delphi weatherpacks are used for connector (and others).

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Old 02-21-2013, 05:42 AM   #97
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Old 03-09-2013, 08:22 AM   #98
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Hello , I have 97 wrangler with ax15 trans a 2004 pd tdi engine with car next move is adapter plate/motor mounts. I know I can jump thru your posts and find a few answers but how thick is the adapter plate,crank to flywheel adapter, is the transntcase mounted in same position, passat starter, fuel tank pump your wire harness references.
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Old 04-10-2013, 12:46 PM   #99
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Hello , I have 97 wrangler with ax15 trans a 2004 pd tdi engine with car next move is adapter plate/motor mounts. I know I can jump thru your posts and find a few answers but how thick is the adapter plate,crank to flywheel adapter, is the transntcase mounted in same position, passat starter, fuel tank pump your wire harness references.
Thanks
He used a pre-fabbed kit from HPA Motorsports. They may have some of the info you need on their website or by contacting them directly.
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Old 04-26-2013, 02:37 PM   #100
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Bout the only thing you'll get that is plug and play are the adapters and motor mounts. The rest of the setup is really up to the tech to figure out.
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Old 04-26-2013, 02:41 PM   #101
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When subjected to mud and water, performance was no different than the gas models WITH the exception of idle stability/lugging. In other words, just let it idle through obstacles if you want to and it will not stall.
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Old 04-26-2013, 03:28 PM   #102
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Bout the only thing you'll get that is plug and play are the adapters and motor mounts. The rest of the setup is really up to the tech to figure out.
What adjustments/tuning was needed? Assuming you get the FULL setup from them (wiring harness, ecu, etc.)
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Old 04-26-2013, 04:01 PM   #103
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The engine and crank adapters are all that is of value. The truss system is nice, but it makes timing belt service very difficult. The intercooler setup is not worth it, build your own air-air setup. I don't know about their wiring harness....but nothing except bolting the adapters was drop in.

In reality, for it all to work, a thorough knowledge of both Jeep and VW operating systems is necessary. The vendor has not addressed this issue, or the other "details", such as fuel cooling, network interface, what needs keyed versus bat power.

I would THOROUGHLY investigate the HPA setup before investing. Meaning, talk to those who've dropped a ton of dough on it and can't get it to work. There are a few....
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Old 04-26-2013, 06:02 PM   #104
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I was thinking of starting with a crate motor and their complete package...seems like a no brainer considering everything they offer? Do you have links to other write ups? Yours is the first detailed one I have come across. Thanks for all the great info!
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Old 04-26-2013, 07:18 PM   #105
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There are no other documented conversions that i know of, at least with a TJ or JK. Since even the earliest TJ utilized a multiplexed network, you need to figure out a way to provide feedback to the JTEC so at least you have instrumentation.

I have no knowledge of what HPA is currently offering; I know that a couple years ago they offered a new engine in conjunction with everything else for like 15k. BEW/BRM's are available, however it's not as common as the CBEA/CJAA current clean diesel. Again, some research into those pre-2007 Tier ll diesels and their operating system will help you decide if the conversion is right for you. The pumpe deuse is a great engine, but has known issues with camshaft wear. It, and the 2.0 must have fuel cooling. Those VW systems are more advanced than the Jeep TJ computers and network, they were designed to operate in a CAN environment.

So I know that might not answer your question. But it's more than the vendor gave me when I began this adventure.
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Old 05-15-2013, 09:31 AM   #106
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This is the or fab/rotopax fuel carrier setup. It's a solid product.
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Old 05-15-2013, 09:38 AM   #107
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The starter solenoid began to fail a couple weeks ago, so I returned it and the starter motor under warranty. This one has a genuine Bosch solenoid; similar units on, say, a couple of FoMoCo products I've replaced began to fail after a couple hundred cranks, with the common thread being they were Chinese.
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Old 05-15-2013, 10:06 AM   #108
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Can't beat Bosch. That stuff is bomb proof. My old 300TDI discovery had a bosch fuel pump on it, which meant in the warmer months she ran on cooking oil
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Old 05-15-2013, 11:55 AM   #109
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Hey 1979 tell me more about that tire carrier I see it's the ORFab but how did you get the rotopax to mount in it? and what kind of space is between the pax and the body? Thanks for any info and keep up the great build!!
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Old 05-15-2013, 12:30 PM   #110
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Hey 1979 tell me more about that tire carrier I see it's the ORFab but how did you get the rotopax to mount in it? and what kind of space is between the pax and the body? Thanks for any info and keep up the great build!!
Hi. Or fab sells the bracket so you can mount the rotopax cans and their other containers in the footprint that the NATO or Jerry cans would go. Very simple install, one screw.



Looks like there's a couple inches between the can and tailgate.
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Old 05-15-2013, 12:53 PM   #111
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Thanks brother I knew about the carrier for the JK that uses the rotopax but I wasn't sure if this was a custom job or if I could order the parts from ORFab.
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Old 05-15-2013, 01:04 PM   #112
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Thanks brother I knew about the carrier for the JK that uses the rotopax but I wasn't sure if this was a custom job or if I could order the parts from ORFab.
I have an or fab on the 11 jkur, and it looks like it'll work with it, too. However, it's so simple - just plate steel like 3/16" - that you could make the same thing without much fuss.
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Old 05-24-2013, 09:48 PM   #113
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I replaced the Racor 100 series water separator filter with a Baldwin BF 1380. It replaces the clear resin bowl on the bottom with an integrated sump for draining water and debris.
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Old 05-25-2013, 07:41 AM   #114
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Several have asked about the hardware for the electronic throttle, fuel pump, filter, etc. I keep a scrap metal rack for fab'bing stuff; the old tank skid served as doubling plate stock, fuel pump mount, power steering reservoir mount, and fuel filter/water separator bracket.

Oh, and the conversion uses the 2.5 remoted p/s reservoir. Example pic is of throttle doubler plate that uses old mechanical pedal mount.
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Old 05-25-2013, 07:52 AM   #115
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Oh, and another note (I think the anthrax shots have affected my memory lol), the VW combo fuel filter water separator has a nominal screen to 23 microns give or take, and the Baldwin 10 microns. The VW filter will work ok if you want to go that route, but the Racor 100 base is readily available thru epray, bamazon, or west marine.
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Old 06-12-2013, 04:21 PM   #116
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Just saw your rig up on eBay. What was your reserve price? I usually just list an item at the lowest I would accept and go from there. I have wanted to do this conversion for years. I had no idea so much homework was involved. The HPA site makes it sound plug and play, for the price I assumed it would be.
Do you think it would be less work to just use a VW gauge cluster or autometer aftermarket stuff and eliminate the Jeep ECU entirely? There isn't a whole lot on the body side that needs an ECU and I am sure a speed pickup could be adapted.
I suppose the airbags are the main issue? Can they not be triggered by the VW computer?
Also, why do you think HPA neglected to mention a fuel cooler?
I know I am asking a lot of questions but I have been obsessing about this swap. Thanks!
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Old 06-27-2013, 06:50 AM   #117
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I had no idea so much homework was involved. The HPA site makes it sound plug and play, for the price I assumed it would be.
Do you think it would be less work to just use a VW gauge cluster or autometer aftermarket stuff and eliminate the Jeep ECU entirely? There isn't a whole lot on the body side that needs an ECU and I am sure a speed pickup could be adapted.
I suppose the airbags are the main issue? Can they not be triggered by the VW computer?
Also, why do you think HPA neglected to mention a fuel cooler?
I know I am asking a lot of questions but I have been obsessing about this swap. Thanks!
Consider the machined engine and crankshaft adapters the only items you MUST have from the vendor. Everything else, including all of the systems and fab work covered in this build, is predicated by a high-level of automotive skill. Bottom-line: you're on a TDI Lewis and Clark expedition to the diesel Jeep frontier, and Sacajawea is stoned.

The VW operating system is very advanced, where the PCM is a network component of the CAN. It will function as a stand-alone, but one very important PID is missing that is broadcast from the ABS system on the VW not found on the Jeep, which is vehicle speed. In theory, you could transplant the entire wiring harness, and most importantly, the Diagnostic Interface Module (CAN gate). Getting very complex now, so just keep it as simple as possible. Power the VW pcm, and make both it and the JTEC "think" everything is working so you get your instruments.

The fuel must be cooled, and it is a standard feature of most all modern diesels. The cooler I used drops fuel temp by 20F on average. Have no idea why the vendor has not spoken of it, but do yourself a favor and go to ATG (automotive training group) and buy the VW/AUDI training manual for an in-depth description of how those systems operate and why. A Mitchell On-Demand or Snap-on Shopkey subscription is also necessary; the Bentley manuals are for diagnostic use only.

The auction did one thing well, and that was generate interest, which is good. For now, the Jeep, as well as the build documentation, spare engine, adapters, etc., are in cold storage until further notice.

There's a good chance that I will stretch the chassis to accommodate a pickup conversion, cab and 1/2 style.
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Old 07-12-2013, 05:14 PM   #118
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...There's a good chance that I will stretch the chassis to accommodate a pickup conversion, cab and 1/2 style.
OK you can't just walk off & not expand on this little tidbit...perhaps another thread?
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Old 07-12-2013, 09:44 PM   #119
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Haha, well check out the MKll Rubicon TDI build thread in the build section of WF. The green Jeep is serving as my guide for that build.

Not sure if you've seen it but the red TJ pickup conversion is something along the lines of what I'd like to do with the green TDI Jeep. The AX5 will go, probably exchanged for an ax15 and 4.56 gears, heavier rear springs, and air conditioning.

Just a vision now
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Old 07-12-2013, 10:15 PM   #120
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All I can said man awesome job

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