Characteristics of 1.9 TDI engines
The 1.9 TDI PD (Pumpe Düse) engine manufactured by Volkswagen from 1998 to 2010 is one of the most iconic diesel engines in automotive history. This engine has found widespread use in various car brands including Volkswagen, Audi, Skoda, SEAT and Ford due to its reliability, economy and high life expectancy.
The 1.9 TDI engine was available in various modifications, each of which differed in power and torque. Power ranged from 75 to 160 horsepower at revolutions from 3500 to 4000 per minute, and torque – from 200 to 330 Nm at revolutions from 1750 to 2750 per minute. These parameters provided the cars with good dynamic performance and economical fuel consumption.
One of the key elements of the 1.9 TDI is a turbocharger. Depending on the engine modification, different models of Garrett turbochargers such as GT1749V, GT1749VA and GT1749VB were used. These turbos contributed to the engine’s performance by providing an optimal power to economy ratio.
The engine’s cylinder block was made of cast iron for added strength and durability. The engine had an in-line configuration with four cylinders and two valves per cylinder. The piston stroke was 95.5 mm and the cylinder diameter was 79.5 mm, which together with different compression ratios from 18.0 to 19.0 provided stable operation and high efficiency.
Economy of the 1.9 TDI engine was one of its main advantages. In urban traffic, fuel consumption was about 6.8 liters per 100 km, on the highway – 4.3 liters per 100 km, and in the mixed cycle – about 5.2 liters per 100 km. Low fuel consumption, along with high reliability, made this engine ideal for long trips and operation in various conditions.
In addition, the 1.9 TDI engine was characterized by moderate oil consumption – up to 500 grams per 1000 km, and the volume of oil in the system was 4.2 liters. The oil change interval varied from 7000 to 15000 km, which provided ease of maintenance and reduced operating costs.
Resource of the 1.9 TDI engine according to the factory data was more than 400 thousand kilometers, but in practice this figure was often exceeded, which confirmed the high quality and durability of the engine. These motors have found application in various car models, such as Volkswagen Golf, Passat, Polo, Audi A4, A6, Skoda Octavia, Superb, SEAT Leon, Alhambra and many others.
Thus, the 1.9 TDI engine from Volkswagen has established itself as a reliable, economical and durable unit, which has become the choice of many motorists around the world. Its high performance and versatility made it one of the most successful diesel engines of its time.
Reliability, problems and repairs of the VW 1.9 TDI PD
In 1998, production of the next-generation EA188 diesel engines began. The 1.9 TDI versions were created on the basis of the predecessor 1.9 EA180 and represent their development. It has the same cast iron cylinder block with oil injectors, 95.5 mm crankshaft, 79.5 mm pistons of a new shape and optimized connecting rods.
The head was finalized, it is 8-valve, with a single camshaft. The size of inlet valves is 36 mm, exhaust valves 31.5 mm, and the valve stem diameter is 7 mm. Instead of a camshaft, it has a pump-jets (German: Pumpe-Düse, because of which this series is sometimes called PD).
As on the previous generation, the camshaft is rotated by a timing belt, but it is wider by 5 mm. Belt replacement is required after every 90 thousand kilometers.
A different intake and intercooler are used.
Several types of Garrett turbines were used here: GT1749V for weak versions, GT1749VA for 130-horsepower motors and GT1749VB for 150-horsepower engines.
The engine is controlled by a Bosch EDC 15P ECU.
This motor has a close relative with a slightly larger volume – 2.0 TDI.
These dvs lasted in production until 2010, after which the weak versions were replaced by 1.6 TDI, and more powerful by 2.0 TDI generation EA189.
VW 1.9 TDI PD engine modifications
- AJM (1998 – 2001) – the first version with pump-jets, this motor has a compression ratio of 18 and a turbine Garrett GT1749V, which inflates 1.17 bar. Such a motor meets Euro 3 standards and shows an output of 115 hp.
- ATJ (2000 – 2001) – the same AJM under 6 MCCP, differs clutch and increased to 310 Nm of torque.
- AWX (2000 – 2008) – analog of AJM, with other pistons, injectors, with a turbine Garrett GT1749VA (boost pressure 1.31 bar) and with a different intake tract. As a result, power has risen to 130 hp and torque to 285 Nm.
- AVF (2000 – 2008) – analog of AWX under 6MKPP, torque increased to 310 Nm.
- ATD (1999 – 2006) – this motor received its own pistons and injectors, as well as a GT1749V turbine (boost pressure up to 1.1 bar). It is Euro 3 compliant and the output is 100 hp.
- AXR (2001 – 2010) – analog of ATD with other injectors, differs intercooler and valves. The engine meets Euro 4 standards.
- ANU (1999 – 2006) – 90 hp modification with pistons from ATD. The exhaust complies with Euro 3 standard. These motors were put on Sharan and Alhambra.
- AUY (2000 – 2006) – successor of ATJ with other injectors.
- ARL (2000 – 2004) – differs by pistons, compression ratio 18.5, injectors, increased turbine GT1749VB (boost pressure 1.5 bar) with a large front intercooler and another pump. ARL power output is 150 hp.
- ASZ (2001 – 2006) – pistons and injectors as on ARL, but there is a small intercooler, accordingly, power is reduced to 130 hp.
- BLT (2004 – 2008) – ASZ under Euro-4.
- AVB (2000 – 2005) – longitudinal version of ATD.
- AVQ (2003 – 2004) – 100 hp motor with pistons from ATD for VW Touran.
- BVK (2006 – 2010) – the motor came after AUY and differs by other injectors and compliance with Euro-4 class. It is found on VW Sharan, Seat Alhambra and Ford Galaxy.
- BTB (2005 – 2007) – this is an ARL under Euro-4.
- BMT (2006 – 2009) is AXR with particulate filter.
- BSW (2005 – 2010) – BMT engine without particulate filter, power increased to 105 hp.
- BEW (2001 – 2005) – ATD version for the USA, power 105 hp.
- BJB (2003 – 2010) – 105 hp engine under Euro-3, does not have EGR cooling.
- BKC (2003 – 2010) – analog of BJB without particulate filter under Euro 4.
- BXE (2004 – 2010) – motor with a compression ratio of 18.5, without particulate filter, under Euro-4 standards.
- BLS (2005 – 2010) – analog of BXE with particulate filter for Euro 4.
- BRU (2003 – 2007) – smothered BKC up to 90 hp for Volkswagen Golf and Touran.
- BXF (2005 – 2010) – strangled BXE up to 90 hp.
- BXJ (2005 – 2010) – analog of BXF with particulate filter.
- BSU (2005 – 2010) – 75 hp version for VW Caddy.
- AXB (2003 – 2009) – motor for VW T5 for 105 hp with pistons from ARL.
- AXC (2003 – 2009) – analog AXB for 86 hp.
- BPX (2004 – 2005) – top motor with 160 hp based on ARL. Crankshaft, pistons and connecting rods are the same as on ASZ, but there is a different intercooler and turbine Garrett GT1749VB, which blows 1.55 bar. The engine’s exhaust is compliant with Euro-3 standards.
- BUK (2005 – 2007) is an analog of BPX, but the injectors are different, and the exhaust corresponds to Euro-4.
Problems and reliability of 1.9 TDI PD
- Poor starting, high oil level. The reason is worn out seats of pump-nozzles, which leads to fuel getting into the oil. Usually it happens at high mileage, far beyond 200 thousand kilometers. Pour normal fuel and change the injectors in time.
- Extraneous noises, engine hums. VW 1.9 PD wear out camshaft cams, which leads to its replacement together with hydrocompensators. Pour good oil, no need to skimp on it.
Otherwise, these are very good and reliable engines that drive incredibly long, the resource of 1.9 TDI PD is 400+ thousand kilometers. The main thing here is to buy a good copy with unscrutinized mileage.
Tuning of engines 1.9 TDI (AVF, AUY, BXE, AJM)
Chip tuning
The 90, 105 and 115 hp versions can be chipped to 140 hp (or 150 hp with downpipe) and get about 350 Nm of torque. The turbine Garrett GT1749VA will help to remove 180 hp.
Motors with 130 hp are better tuned and give up to 170 hp and about 380 Nm of torque on the chip, and with a downpipe you can get another +10 hp and 400 Nm of torque.
Modifications for 150 hp on a single Stage 1 firmware give 190 hp and 400+ Nm, and with a downpipe you get a round figure of 200 hp.
Usually this is more than enough, but if you want more, then look in the direction of Garrett GTB2260VK with a large intercooler, cook the manifold under it, put the injectors more productive, make the exhaust on 76 mm pipe, customize the control unit and you will get under 300 hp.
MOTOR RATING: 4+