1z nozzle are - 185um
AFN - 206um
AEL 2,5 TDI - 216um

race - 210um, 250um, 280um,320um.....to 525um
1z max nozzle you can - 280um
with nozzle from AFN you don`t need to change the pump piston!
If you want only 140-150hp you need one good chip tuning (softwear) and race camshaft NOTHING ELSE!

Yes you can adapt the Race520 nozzles to your stock injectors, buy it its not it, you need to calibrate them to more accurate spraying to the cylinder.

The differences between the 1z and afn engine aren't much, tubes, intakes, injectors and fuel pump, same block but different periferics basically talking.

VNT turbos are the better choice by my experience, better performance, variable geometry that is a good advantage and a good intercooler are the basic ingredients. Before that you need a remap to adjust all on the ECU and with the turbo that you talk you should get that 200hp. If you want more its a question of change the turbo to a bigger one (GT2056 or even a GT2260vk if you want to wreck paint from honda's :lol: ) and more fuel, that maybe need to chance injection pump and injectors but it's a hell of a project!

One thing that you can try its to ask someone to port-and-polish the engine head and exhaust and intake manifolds and admission windows to the block. Teoricaly you have mor in and out flow of air and exhaust gases, so better performance.

Ali performance: In a first stage, i was thinking about changing internal engine components, like putting a race camshaft, better pistons, piston rods, sleeves... Then i realised that for such "small" increases of power the engine's stock internals might handle well without needing to be improved. And then i decided to focus on changing the peripherics, like JoaoFerro says.
Did you put a race camshaft because you worried stock one would break, or you just put it to get extra power instead?

JoaoFerro: I have a list of the differences between 1z and AFN, and power differences come from: differnt turbo (VNT), different ECU, different injectors and different pump. The internals and engine differences are that pistons are better in AFN (can handle higher pressures), piston rods as well, and the valve stems are shorter, so there's a better air flow through the head. It's also possible to prove it by checking Vagcat website and comparing part numbers.
About the turbos you mentioned, i know that wrecking paint from hondas sounds tempting :lol: (i've done it a few times.. uphill) , but i wouldn't even want one that is meant for 200hp, since i'm not aiming for such power levels and i want it working at maximum efficency around 140-150hp.
I already thought about polishing the head and intake before, when i did the cleaning of intake manifold from EGR smoke residue. It's still an option that i might consider in the future, in case i'm not happy with 150hp, and decide to get more power and improve the internals.


Currently i'm trying to learn how to use winols, that i can properly calibrate future hardware changes. Though, i am having some trouble identifying some maps, and the axis values are weird for me, since they don't represent real quantities like IQ or RPM or pedal position. I guess i'm gonna have to spend some time around the forum, trying to figure it out..

The axis in 3d maps are easy, the rpm you see by the numbers on the axis, even looking to the stock numbers you can imagine what's happening there :lol:

My difficulty is how many values can i increase without put a piston on the moon :lol:

If you search on google, you should found a .pdf that can be your start line. before that, you can remap most part of tdi's ;)

JoaoFerro wrote:The axis in 3d maps are easy, the rpm you see by the numbers on the axis, even looking to the stock numbers you can imagine what's happening there :lol:

My difficulty is how many values can i increase without put a piston on the moon :lol:

If you search on google, you should found a .pdf that can be your start line. before that, you can remap most part of tdi's ;)

I've searched a few things and i can recognize the shape of some maps and adjust winols to a proper view of the 3d. But i have only the demo version of the program, and it doesn't recognize most of the information in the .bin file.
About the axis.. I'm still not sure, but the 3d maps i've been looking to, really have different numbers.. Here goes an example:



0.742A to 0.742 on the X axis, is not an engine speed.. The same for Z axis, which should be IQ in mg, and though, it goes to 250.. I don't think it's 250mg of fuel :lol:


Yes :lol: A broken piston is one of my worries too. And usually when it breaks, it takes other things with it..
But maybe if you find out how much maxiumum pressure your pistons can take, you'll be more aware of your limit by analising the turbo pressures read by MAP sensor with OBD cable (or with analog barometer) after small increments of power. For example.. I know that 1z pistons can't take much more than 1.25bar..
Or you can apply the law of gases PV=nRT admitting the highest possible air temperature and maximum pressure allowed by the pistons and from there calculate the maximum amount of air "n" and therefore, the maximum IQ, based on maximum efficiency.
I know that many maps come into play at the same time, and driver's wish is not necessarily telling how much IQ you get for each situation, since other maps come into play simultaneously, like torque and smoke limiters.. So, that's why i think checking values after small increments is better, because it always shows the final results after all maps were read.

about the ECU in the 1z ,if you like to change it 4 easier remaping you dont have to take a AFN ecu( change to vnt), there where also 1Z and AHU engines runing on a 16 bit ECU (there where in a aluminium housing) with only remaping of the 1z are 110-120 HP possible, it depends of the conditions of the engine

I think that it is not easy to get