MK3 VRS diesel Engine Swap CUPA to DFHA

[gadget007a]

At over 300,000km oil consumption has gotten out of control so time to replace engine.

Looking around was able to source locally a 140kw diesel engine out of a Tiguan that had less than 27,000km so i bit the bullet and went for it. new engine came with inlet manifold, exhaust manifold, turbo, fuel filter, coolant bottle and all coolant hoses, full engine harness.

old engine was 135kw CUPA
new engine 140kw DFHA

As I haven't seen much detail on this kind of swap I will document my findings as I go

Differences found so far:

Wiring harness has different plug at ECU end, no problem swap engine looms over, in doing so found that the DFHA utilises a EGR valve on the inlet, which explains why these engines have 5 exhaust ports on the manifold, no issue, will retain plumbing and existing EGR cooler / EGR system, leaving the hot side EGR closed (old inlet manifold is blanked across the port)

All sensors apart from the DPF pressure sensor are identical, DFHA DPF sensor appeared to have two sense line connected (assuming before and after DPF) where the CUPA only had the one (DPF inlet) with the other port open to atmosphere.

Minor changes to the coolant pluming around the EGR cooler, utilising existing pipes to match the old way the cooling system works.

no. 3 cylinder glow plug has integral pressure sensor, easy fix replace glow plug with standard one.

New motor came without a flywheel, no problem I though just swap flywheels over, wrong CUPA engine utilises 6 bolts to hold flywheel on, DFHA motor uses 8 bolts, this is the point I am stuck at trying to find out what flywheel will fit the crank and sit inside the transmission bell housing. have found that many 8 bolt wheels are 290mm in diam, whereas existing one is 280mm diam.

Don't really want to go down the road of fitting a DQ500 transmission, mainly because of the software issues, unless changes can be made with VCDS.

Anyway this is where I am at. any parts guru's out there that may have some insight about the flywheel would love to hear from you.

[gadget007a]

Update,

Found an appropriate DMF, information not well documented anywhere but found a wrecker that was selling the exact same gearbox with flywheel that had the 8 bolt configuration and was able to zoom in and get the part number I needed ([COLOR=rgb(var(--color-foreground))]06K105266A)[/COLOR]

Finally got the engine in the car, many lessons learnt;

140kw tdi has an 8 bolt crank vs 6 bolt crank on 135kw, flywheel that matches the gearbox is the same as on the Golf GTI or Audi S4 with the petrol engine and dq250 DSG (weight of DMF was same as the original one in the skoda)

Turbo inlet on the 140KW is larger in diameter than on the 135kw engine as a result the inlet plumbing did not directly fit, however the ID of the inlet hose and the ID of the turbo inlet are the same so I used some Silicone inlet piping as an external sleeve to join these which made these two pipes join without a step change in diameter as was the case with the original setup (no step change= less turbulence potentially allowing more air in).

New engine running and can definitely notice when the turbo spools up where before it was more of a linear progression.

[Sharkie]

I enjoy reading these threads. Sometimes, trial and error and thinking outside the box yield very satisfying results. Great job, mate.