Projekt 82 CL-D G40
 

Here's a little summary on my most-time-consuming project of the last months..

I bought this polo when I saw an add on our registers website ( www.polo86c.nl ). It's a 'real' 86c as it is a 1982 model with chassisnumberWVWZZZ86ZCW058310. I fancied the car because it has the 'one year only' flat rearview mirrors, and it looked like quite a undamaged car, in 'diamont-silver': It could be a panel-donor for my 1981 GL (same color), and with a primer finish be a replacement for my daily beater.

Here's how it looked like in the add:










Quite all-right. If does feature some minor dents on the front right wing and the bootlid (as visible on the second picture), but it did look ok overall. Since I do have a daytime job, I visited the seller and inspected the car.. in the evening. I'll tell you this: in the moonlight, every car looks good!

No seriously: The dent on the bootlid looked far worse then I expected, the 'top' of the car has been resprayed (professionally, but with some color-difference): Probably the result of serious hail. But overall it still is quite ok, not to say excellent for a 24 year old car.

First landmark was to get the car running PROPERLY. The ignition wasn't all to happy to rev above 3500 rpm,. accelerator-pump was completly off/non functional and the waterpump was leaking water... So we started to do some cosmetic surgery:

Bfore / After:



And finally I fitted a bigger unit :)



I've even sourced a 8 liter unit, but that'll come in later (if there's still room).

The ignition was fixed/swapped and the accelerator-pump has been adjusted to offcourse, but that doesn't look good in pictures

After this, I dug out an NOS rear hatch, since my damage-repair-skills did turn the original hatch from 'slightly-dented-not-to-bad' to 'cracked-paint-total-loss' in just 2 minutes..
Some loony did paint this hatch in diamont silver
n black trim, Opel/Vauxhall Corsa/Nova GSI style, but he crashed the rest off the car before he could fit it.



Looks quite awfull to me, with the black rearclusters and the missing mudflap. The other remaining mudflap went, the original lights came back in, and it isn't all that noxious.

Then, to get it MOT'ed the usual repairs followed: battery-floor, licenceplate lights, and some other minor things. Turned out the front brakes needed some inspection, and since time was a factor I had them fixed..

Some time went by. Did get the engine to run a bit more economical: it was doing 1 liter per 10 km (10liter every 100km's), and although it did consume like a porsche, it didn't feel drive one..

Summer arrived, and I finally sourced tyres to fit these NOS Centra Pepperpots: 175/50 R14 Pirelli P6000 on 6J-R14-ET48.










As you can see, it's not lowerred at the front.. but it's hanging to the back.. Did I only lower the rear? Nope. It's allready having it's new engine lying around in the back..

Because my daily needs to go, and I did drive that daily at 16 km / liter (6,25 liter/100) I wanted to get something REALLY economical..

I first planned to swap the petrol engine in my daily to a diesel, but the high-diesel-tax-rate killed that plan. This car is all-most 25 years off age, which means it will turn tax-free in the netherlands, it would be economical x 2.

Here's one diesel engine:



and here's another:


(Thanks Mark for stating it's all 'OKAY' but the engine wasn't anyways)

To get the diesel engine conversion through the conversion-test of the 'RDW', I need to get a Polo 2 Diesel engine in (engine code MN, 1300cc, 40BHP), but the later Polo 2f diesel engine is way more powerfull: code 1W, 1400 cc with 43 BHP...
Plan: swap to MN 30BHP, get it lincenced, that swap to 1W 43BHP.
The original petrol engine is a 1300cc HH block with 60BHP: The chassis will hold those enormous amounts of 43BHP easily, but to get it licenced 'the cheap way' I need to do it like this. Swapping it directly to a 1W engine would make the conversion test about 10 times as expensive.


Here's the first test, to see whatever is wrong with the 1.3 liter diesel engine (which came out of a breaker-car, which was being scraped since the engine died)



It turned out it was running on only 2 cilinders. Here's why:



And somewhere in it's horrible life the timing of the camshaft was off to:



Needless to say we fixed the headgasket, and got it up running on 3 and 4 cilinders: cilinder 1 is still a bit awkward.. maybe some injector problems?

Before I will fit the engine, the suspension needs to be updated: I fitted a 2f GT rear axle: 6mm thick and with stabilizer,. and i swapped the complete front to Diesel / 5 gear specs :


You can see the soundproofing that's allready waiting for the diesel to arrive.

When the speedo died (or better: the tacho did), i swapped to a mile-speedo, so even with the diesel engine in, I'll be using the whole scale (I hope).




Yesterday, we finally swapped the engine: Here's me checking out the enginebay from an unusual perspective:




And this is me, still smiling...




It turned out things where more complicated than we expected, so somewhere last night (or this morning) I finally drove home with an alternator giving 16 volts off power, and a speedo going to 70 miles TOPS..

Thanx to Marcel86c for all the help, work and coffee!

More to come, later on..

Jolly good english mate




fancy a cup of tea?

Just to boost activity in the international polo section abit..

Nothing wrong with that is there?

of course not, :confused:

just complementing on your english :D

Cool project, I know all about the strange ways of RDW... But still a good way to get around the rules, although it is a lot of work :)


Nest step: 1W turbo?

Absolutely not, this place is too quiet, so anything is welcome.

The car looks to be in very decent condition, given its age. Do you dutch guys have taxes based on what kind of engine is in the car? No such thing here, only a flat-rate passenger car tax.

Oh, and please explain, why so much more difficult to just go for the newer engine directly? I mean, the volume (cc) is barely bigger, the hp also, and your still down almost 20 hp from your original engine! I simply dont get it!

Car taxes overhere are based on weight and fueltype.

So converting from gasoline/petrol to diesel means getting the registration changed.
But this can only be done cheaply ( this a low budget project afterall..) if you place an engine that was
originally available in the early Polo 2's ( the MN engine ).

Exactemundo..

If you fit another engine, which was originally sold as such in your model (but in another car), it's in there 'database' of 'known-good-setups'. So when I fit a MN engine the type will change from: 867 131 (Polo CL, 4 speed tranny, HH engine (60 horses petrol) to 867 194 (Polo CL, 5 speed tranny, MN engine (40 horses diesel).

There is no 'type' which states 'Polo CL, 5 speed tranny, 1W engine (43 horses diesel), so that would force a 'complete' testing: road-track testing, sound tests, etc etc: very expensive, for 3 horses moren.

IF it allready has got the 40 horses MN engine on the licence/registration, I can easily pop-in an 1W engine since there aint no big changes in horses or fuel. the usual MOT-guys won't notice, and no-one will care.

--
@ Stijn: Since I'm allready depressed on the power-output,. the 1.4 liter engine will swap straight in if the MOT-test goes ok next thursday,.. but in the end, that won't do the trick: Either I'll fit a G40 charger (expensive but original :) ) or build myself the 1.6 diesel block out of petrol+diesel blocks (data not available: probably a project to fail), or it'll get a turbo, or a combination of all these..

BTW: drove it today.. (couldn't resist), but it does fume abit....

If it's warm, it does get better, but there's an oily cloud behind me... :eek:

Ok, then I understand. Luckily not that difficult here in Norway.

blue or black?

Blue,.. but it disappears when the engine gets warm/hot..



More news on the front:

Been to the RDW today,.. it's tested AND approved!
Emission-test: K-value 1.0 (2.5 allowed).

Wasn't that simple though: the car's of 1982, and the approval-specs are all dated 1987 and later.. But I could convince Mrs Bakker that it was all okay and stuff :)
His wife drives a 1983 Polo Classic, so he could appreciate my work on the car :)

What did the mailman drag in to day? The paperwork! Wow! that's fastXL! Thumbsup for Hajee and his collegues
Tuesday -> Tested and approved
Thursday -> All paperwork has been done, and my freshly printed licencee has arrived in the mail.

Check the online specs: One capture of wednesday, and one of today:

Aantal Zitplaatsen 0 - isnt that a bit unpractical? :D

the dutch are obviously small people ;)

Just came back from the int. polo meeting in Denmark.

It did run well (93 mph max), but it's burning oil aswell.. Bigtime! 1 liter, every 300 km.


Didn't stop Marjolijn from taking some rolling shots:







Since it's running on oil (sort off), I'll change to the other (1.4) engine a bit quicker..

Extremely small update:

- 1.3 liter engine is still in (vacation, no time, etc etc).
- It's still running, but takes up to 1 liter of oil per 250 km's.
- Installed a manometer to measure the pressure at the fuel-line.

pressure running diesel is about -0,2 bar
pressure on pure vegetable oil is about -0,8 bar. WAY to low.

Update

No matter how long I abuse the little 1.3 liter diesel engine, it keeps on running.. Yes, it even passed the MOT (APK) last month which includes a particle test..


Since my last update i've upgraded the fuel-lines to ID 10mm spec.. Some may call it 'garden hose spec'...

Oh well,. it is a hosepipe. Pressure on vegy oil: -0,2 bar max :)



It runs through the interiour to keep things nice warm and cosy. In the engine bay the oil flows through a heat-exchangers, electrical heater, diesel filter and feeds the engine at about 80 degrees celcius.

Top view:



The extra glass filter has only been there temporarily, just to keep large particles away, and it turned out to be one hell of an leaky **** causing all sorts of unexpected problems.

The fuellines in the end got some isolating stuff wrapped around and all works fine without air-leaks.

As it's kind-off a daily beater, things do need maintenance. Things tend to break.. like shock absorbers. And as it is a beater, on a tight budget.. I had to swap the complete suspension to -60mm.. as that's what I got laying around.. horrific.




Doesn't look that low, but trust me: it's satisfactory to me :) The rearwheels are allmost completely within the arches:




Will go nicely with the 14" summer rimms.

I purchased a G40 charger, and it's at 'Arno' to get the full revision treatment: Seals, bearings, the works. (no pics, it will get sandblasted :) )

In the meantime, been making some room, and fitted the famous G40 metal thingy to create room for the charger and it's hoses:



The enginemount fitting the 1.4 diesel engine arrived to day:


It's the three hole version, which fits the older engines:






With the engine mount delivered, and the complete G40 spec exhaust laying around I hope the swap to the 1.4 liter engine within a few months :)

Looking good, hope you can get it to run properly with the G40!

P.S. I suppose you mean: tight?

tight?

A G-Lader on a diesel? that`s really cool! :cool:

Ah congratulations, it turned 25 last month!

Who? What? Where?

Oh yeah, well [filling in lame excuses:] it was kinda late last night,.


Anyway, I forgot to mention it: I also sourced a original Polo 2 GT G40 intercooler, and got some other stuff for the Volkswagen 'Classics' department in Germany to: 'Windleiter fuer ladeluftkuhler' and the part from the 'Schlosstraeger' came from those guys in Wolfburg... And 4 brand new 'vorstrahl' diesel injectors to. They are waiting to be installed, after I had the properly adjusted to 245 bar opening pressure.. Man do they 'crack' on opening! That's the con,.. the big pro on this kind of level of 'DöD' is the even the thickes lard will squeeze out in a nice straight cone of 'ready to ignite' fuel. That, and the Bosch Duratherm Chromium glow plugs will make it possible for a cold start on straight vegetable oil.

X2! :thumbup:

I wonder if that would work with a G60 and a 1.6/1.9 diesel engine? :confused: Methinks the injection pump and G60 would interfere...

any updates pookie?

Nah,. Did do a wheel toss last night:


http://www.youtube.com/v/85SDCBw1bHU

The Diesel is now back on it's own summer wheels, the HoekHoek (formally known as ToekToek) finally got it's white rimms :)

(Centra Pepperpots, NOS, 14x6 et38, with P6000 175/50 r14 )

fixed link :)

(Music: Morphine - Sharks )

small update:

I just can't kill the 1300cc diesel engine I put in last year.. no matter how much I abuse the little basterd; It keeps on going.

It made me feel heroic, and I could not resist to take the car for a spin ( or 3 to be exact ) on the legendary Nurburgring Nordschleife..




Meanwhile,. the 2 or maybe even 300.000 km's only made it take about 2 liters of oil..

The abscence of any power at all forced me to take some measures on my timing skale (which doesn't exist)

Working on an inlet.

First attempt:



It turns out there might be appropriate space between the firewall and diesel-pump anyway....

From the top looking down, it sure looks like it might fit, but in real-life it's all quite crowded. Bonnet squezes everything down and does lock, but with any movements of the engine, it probably won't take long to have friction dismantle the lot...



Some space can be acquired by modifying the brake-servo's position masterbrake
still in doubt if I need a pressure-regulating system:

Standard fit on empty-body-shell:



Modded fit (top down)



But since I will fit a newer model servo, including a shorter masterbrakecilinder and small reservoir, It might be obsolete to mod the mount anyway..

I still haven't figured out if I need a pressure regulating system.. Will I need a boost-control-thingy? Will it idle under pressure? Since Google only goes 'Wisssssh" and 'Woooosh" (2fast-2furious kids) when I search for a decent, working blow-off thing, of regulation.. and there's only crap available for diesel engines (turbo charged, no mechanical compressors found yet) :dunno:

We'll see.

cool, "where no man has gone before".............

"To boldly go..."

WARNING: Crappy phone pics up ahead

had some welding done yesterday:



Test fit on a external engine (nevermind the dutch). With the pump on maximum pre-injection, there's room, but only just. Nothing serious, since the fitting plate has some room for adjustments build in. The (gas?)lever is freely manouvreble.

Test fitment in the car:



I hoped I wouldn't have to adjust any original Polo 2 G40 intercooler hoses, but it just won't fit.. where't that chainsaw? :)

Sample pic: standard Polo 2 GT G40 (petrol):



As you can see: the piping with 'Ladeluft gekült' on it won't fit,. so, to go with Dexter: "Let's Modify!"



Oh and I've been working on the engine aswell,. to make it only a little more 'Veggy-power-capable) new (brand new) injectors, slightly adjusted to 245 bar opening pressure :grin: , brand new glowplugs, Bosch Duratherm Chromium,.



Note: the glowplugs are just a few mm's longer.. but now there just off-center from where the diesel injector will spit it's veggy-juice:




With the mods it should be capable of doing a cold start on 100% vegetable oil.. in mid winter :) (and with the electric pre-heater, heat-exchanger, huge fuellines and isolation it'll be sweden capable :) )

It's been a month now since my last posting, so time for an update..

I allready bought myself a G40 charger (Polo 2f, later model).. and have been sourcing specific Polo 2 G40 stuff since then. A Polo 2 G-charger would offcourse be the cherry on top, but I since there's a serious chance the charger will blow, and I'm not willing to destroy a 'typ 1 charger' for that purpose.

Anyways:

G-charger exit arch: Not the differences between radius and thus ' height'




Not only is the 'off-set' different from the polo 2f charger-exhaust, it's got a different angle to:




On the good-old Polo 2, the intercooler is fitted allmost directly underneath the charger, since there's no real space in the car front section. With the longer, much rounder front on the 2f, Volkswagen decided they could make things much easier for there mechanics to change stuff on the ' most powerful polo', and reduce production costs abit more. The Polo 2 G40 was quite labour intensive to build. I've read somewhere in the past that even Karmann was involded in cutting up the front section and installing the G-charger...

Anyways:I bought my charger from some guy who's doing a lysholl swap on his Polo, and the visual state of the charger was quite good. I had ' Arno ' do a checkup, and he did advice to do a complete rebuild. Picked it up last month:


It's the 51'st charger he has rebuild, and included a full 'glass-perl-blast-job', all new wearing parts (seals, bearings) a fresh lube with kluber grease, etc etc..




He did a fine job, and I really like the way he's working: clean, exact and patient.

I've been collecting polo 2 G40 hoses and piping, but the pressure-tube directly from charger to intercooler isn't easy to get a hold off: the Polo 2f version is much longer and weaker (tends to tear), the Polo 2 version is enforced, and secondhand allmost as expensive as a brandnew one from vw-classicparts (volkswagen-museum-parts-supplier).




(badging is obligatory)

With all these components, and a assortment of exhaustpipe arches,.. I think I've got the pressure side collected:




First test-fitting on the engine: no problems at all:





But,.. As you might notice, (and what I've stated before) there's about no room for the tubing to get from intercooler to inlet..




about this much:




To get ' a little extra room ' I've changed from old to newer type masterbrake cilinder:
which not only has a less spacious boosterdrum, but a shorter cilinder and reservoir:



See:



With a little help from our friend from ' bayern ' ( 90 degree angle tubing from A BMW 5-series diesel ) the top section is fixed:


..

The sub-section is mainly the intercooler part. Cut away some sheet-metal:




to get this result, completely in ' stock Polo 2 GT G40 Cup look '




bought a brand new radiator,. since the large Dieselrad will interfere with the charger




modded the front-travese section:

original:




convinced some metal to change shape:




Pliers and a blowtorch made it look like mid-evil:




fresh sheetmetal, a A smear of bondo and a large-hole-cutting-thingy-on-a-drill made this possible:




After a respray, no-one will notice the difference between this and a original Polo 2 G40 :)




Keep you posted!

the framerails look perfectly stock.. great job, and love the cut-outs on the lower lip.

Nice job Sjampoo!

i contacted you before because I had similar plans. But no way I could have done this myself--> Respect!
Will you change anything on the diesel pump? Since your engine is boosted by now it could use an LDA; or isn't there any space left cause of the ic piping?

Grtz,

Ruben

Maybe it's the wrong way around, but I'm doing it the ' trail-and-error ': For starters I'll only enrich the pump (since the charger will blow from low to high revs: even on idle speed there's ' pressure ').. But if it all fails.. I'll be paying DA-brt (or what's his name) a visit to get my pump fixed/tuned/lda'ed (he doesn't know yet)

By the way: About ALL metal work has been done by Marcel86c, so mainly all credit goes to him: I'm one the guy getting his hands dirty with oil/paint/crap doing nothing really :)

awesome work.. can't wait to see it done

G40 diesel... Simply awesome. Why didnt VW think of this themselves? Any guess what hp this thing will make?

Very nice! Looking forward to seeing this completed. Still a great idea, always wanted to build a G60 diesel, but you beat me to it!

.

With LESS than 3 liters consumption per 100km

But I'll be satisfied with less then the ' 5.8 ' that it's currently doing: