We always fine tune the setting on our dyno to ensure optimal performance.īelow is an example of a standard PPD170 engine, before and after timing adjustment. The adjustment will vary depending on the vehicle, state of tune and desired performance, we determine the exact value on the Dyno. In tuned vehicles, it is possible to adjust the cam timing away from the factory settings in order to gain more power. It is this which makes the cam timing so critical to performance - if it is incorrectly adjusted, the engine will essentially operate with incorrect fuel pressure, which can result in slightly less or too much fuel being injected, due to the fact that this mechanically produced pressure is not measure or compensated for by the ECU. This means that the timing of the cams doesn’t only affect valve openings, but also the fuelling of the engine.
Uniquely to the PD engine, the injectors are ‘pumped’ by the camshaft. When the cam timing is only slightly out, symptoms may not be obvious to customers, but can still affect fuel economy and make a measurable difference on the dyno. When the cam timing is out by several degrees, usually the car will idle rough and may struggle to start, along with reduced performance. Of the hundreds of PD vehicles we have tuned, in 90% of cases the timing is not adjusted correctly and we are able to make a dyno measurable improvement to power through timing adjustment alone.
#BEST TINY RAILS ENGINE SOFTWARE#
Using diagnostic software it is possible to check the synchronisation of the crank and camshaft. On a PD engine, the timing can be further fine tuned using the adjustable cam pulleys located on the end of the cams This ensures the cambelt is sitting on the correct teeth on each pulley and therefore the engine is in sync with itself or ‘correctly timed’. At Darkside we check and adjust these settings on every vehicle we tune.Ĭam timing is the position of the camshaft relative to the crankshaft - it is important on all cars, and is usually set when the cambelt is fitted or replaced, by locking the cams in place and lining up the crankshaft with timing marks. These adjustments differ slightly depending on the model, but are essentially achieving the same goal on any PD engine. This blog is going to take a quick look at two hardware adjustments that can be made on any PD engine to optimise performance - Cam Timing, and Actuator Rod Length.
Underpinning all these engines is the same unit injector PD technology. There are a few other minor variants but we will keep this simple. In addition there is the small 3 cylinder 1.4 TDI PD engine, a 2.5L 5 Cylinder fitted to VW Transporter and Touareg, and the monstrous V10 TDI known mainly for powering top of the range VW Touaregs. The four cylinder PD engines came in 3 distinct generations - 1.9 and 2.0 8-valve Single Cam Engines, 2.0 16 valve Twin Cam engines, and late model 2.0 16 valve engines with Piezo injectors (often known as PPD engines - Piezo Pumpe Duse). Their 2000 BAR peak injection pressure wasn’t matched by many common rails until 10 years later, and even nowadays the fuel economy, tunability and strength of these engines still makes them a great choice for any project. Volkswagen proved them wrong for many years, with these strong, reliable, powerful and economical engines being a huge part of what made diesel cars popular. In a departure from many of its rivals, the PD used unit injectors rather than a common rail system, despite most manufacturers thinking that common rail was the better design. In 1999, Volkswagen introduced what would become one of the most well known engine designs of modern times - the Pumpe Duse (PD) diesel engine.
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