New member from Finland

jwalker said:
How big of a difference did the TDI swap make?
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Hmmm, got me curious about that too...

The 4D56 puts out (Non-Intercooled, Non TD04 version)
  • Power - 84 HP at 4,200 rpm
  • Torque - 148 lb·ft at 2,000 rpm
When I looked online about the VW 1.9TDI (from 1996-2003)
  • Power - 90 HP at 3,750 rpm
  • Torque - 155 lb·ft at 1,900 rpm
In 2004, Volkswagen tweaked the fuel injection system, after which the 1.9-liter TDI produced
  • Power - 100 HP at 4,000 rpm
  • Torque - 177 lb·ft at 1,800 rpm
So, wonder which one he's got!
 
Thanks.

The base engine is the 90hp ”AHU” version. In stock form it feels pretty much the same as a 4D56 despite the smaller displacement. Boost comes in earlier and the VW has a more crisp feel to it. Harsher sound too thanks to direct injection. Very easy to achieve 35mpg.

The limiting factor is the stock manual transmission. Mitsubishi themselves limited its use to applications with under 210Nm torque, the intercooled 4D56 had the bigger trans in the Pajero/Montero but that isn’t really adaptable to the Delica because of the shifter configuration. My car has a custom chip configuration limiting torque in 1-3 and 5th gear to 210Nm/157 lb.ft giving a flat torque curve from 1800-4000rpm. In fourth gear the torque limit is raised to 280Nm/200 lb.ft. Max power is 122hp at 4100 rpm. The Delica engine bay is too narrow to fit a larger turbo without making a custom manifold, and I prefer to keep it using standard parts for easy availability and less downtime if something breaks.

The engine has been moved forward 6” to accomodate for the longer transfer case, couldn’t make the rear driveshaft any shorter than it already is. With a stock transfer case a 5-cylinder might fit, but would require a stronger main transmission.
 
VR4 said:
The engine has been moved forward 6” to accomodate for the longer transfer case, couldn’t make the rear driveshaft any shorter than it already is.
Click to expand...
I was wondering how you'd managed to fit a Super Select transfer case.
 
VR4 said:
Thanks.

The base engine is the 90hp ”AHU” version. In stock form it feels pretty much the same as a 4D56 despite the smaller displacement. Boost comes in earlier and the VW has a more crisp feel to it. Harsher sound too thanks to direct injection. Very easy to achieve 35mpg.

The limiting factor is the stock manual transmission. Mitsubishi themselves limited its use to applications with under 210Nm torque, the intercooled 4D56 had the bigger trans in the Pajero/Montero but that isn’t really adaptable to the Delica because of the shifter configuration. My car has a custom chip configuration limiting torque in 1-3 and 5th gear to 210Nm/157 lb.ft giving a flat torque curve from 1800-4000rpm. In fourth gear the torque limit is raised to 280Nm/200 lb.ft. Max power is 122hp at 4100 rpm. The Delica engine bay is too narrow to fit a larger turbo without making a custom manifold, and I prefer to keep it using standard parts for easy availability and less downtime if something breaks.

The engine has been moved forward 6” to accomodate for the longer transfer case, couldn’t make the rear driveshaft any shorter than it already is. With a stock transfer case a 5-cylinder might fit, but would require a stronger main transmission.
Click to expand...
Vr4, I am interested in doing the swap in two of my l300s. Do you have a write up of how you did this awesome swap?
 
I'll have to make one when I have the time, I don't have much pictures of the build process itself. Every swap is kind of unique, depending on the available donor parts.
 
VR4 said:
I'll have to make one when I have the time, I don't have much pictures of the build process itself. Every swap is kind of unique, depending on the available donor parts.
Click to expand...
I have 2 vw tdi donor cars for the swap. Pretty mechanically inclined. Just wondering how you mated the engine and trans.
 
Would those be transverse or longitudinal-mount engined donors, the blocks are bit different? I have a 10mm thick adapter plate between the block and trans, VW flywheel and clutch cover and a Mitsubishi driven plate and release bearing. A pilot bearing has to be installed in the crank, I used a bronze bushing machined to fit. A dual-mass flywheel would be an ideal thickness, but I opted for a single mass Valeo conversion flywheel with corresponding clutch cover. The stock VW single mass flywheel was too thin for proper clutch spline engagement. The flywheel has to be for a longitudinal mounted engine or the starter ring gear will be on the wrong side. I moved the starter to the right side so I could use a stock VW starter and oil filter housing, but the bellhousing needs to be cut a little to accomodate.


Adapter plate.jpg
 
Fuel economy seems to be quite consistent, just completed a week-long 3700km road trip with the Delica. I'm running 31" tires with some notable rolling resistance and 4.625 gears, and the figures were as follows:

1st leg Highway driving at ~100 km/h 647km/51 litres = 7.9 l/100km
2nd leg Secondary roads at ~75 km/h 226km/16.8 litres = 7,44l/100km
3rd leg Secondary and forest roads 365km/27.8 litres = 7.61l/100km
4th leg Secondary roads and 60km of Offroad driving in low range 264km/24 litres = 9.1l/100km
5th leg Secondary roads, lots of mountains 615km/50litres = 8,13l/100km
6th leg Secondary roads/highway 500km/41.5 litres = 8.3l/100km
7th leg Highway driving at ~100 km/h 494km/42.l litres = 8.56l/100km
8th leg highway driving at ~100 km/h 629km/52.7l = 8.38l/100km

Total 3741 km, 306.37 litres of diesel, average 8.19l/100km (29MPG)

Last two legs were driven practically non-stop. Driving in the mountains I noticed the tdi has very little engine braking capability, maybe it needs an exhaust brake...

(With winter speed limits and tires (245/75R16)I've been able to hit 35 MPG)
 
VR4 said:
Would those be transverse or longitudinal-mount engined donors, the blocks are bit different? I have a 10mm thick adapter plate between the block and trans, VW flywheel and clutch cover and a Mitsubishi driven plate and release bearing. A pilot bearing has to be installed in the crank, I used a bronze bushing machined to fit. A dual-mass flywheel would be an ideal thickness, but I opted for a single mass Valeo conversion flywheel with corresponding clutch cover. The stock VW single mass flywheel was too thin for proper clutch spline engagement. The flywheel has to be for a longitudinal mounted engine or the starter ring gear will be on the wrong side. I moved the starter to the right side so I could use a stock VW starter and oil filter housing, but the bellhousing needs to be cut a little to accomodate.


View attachment 8226
Click to expand...
Vr4 i have transverse blocks right now. It looks like the transverse block will work with modification. This was the info I needed. I thank you for the time you put in this project to make it work.
 
Delican said:
I have 2 vw tdi donor cars for the swap. Pretty mechanically inclined. Just wondering how you mated the engine and trans.
Click to expand...
There is no difference in the blocks between installations, just the sump and the way the accessories are mounted is different.

If I was doing it I would use the v4aw4 auto transmission, its the one used in the l400 and is the aisin warner a340 so lots of info on them and plenty strong enough, the original transfer case will bolt onto that trans making the conversion pretty straight forward. As the Jeep used the same a340 (called aw4) you could use the trans or bellhousing from a jeep, buy a 1.9tdi adapter for it and make it all bolt together with off the shelf parts.

The advantage of using the auto is it can handle a lot more torque than the manual box can so you can run a 130/150hp pd engine and have decent power and economy
 
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