Guys, does anyone knows how to find out the O.D. of the following crankshaft pulley - VAG P/N 03H105243Q ?It's used on 2011 - 2013 Touareg with 3.6L V6 (which looks to be VR6 on steroids). I'm trying to see if I can get its 220Amps alternator implanted into EuroVan and need to calculate pulley's ratio. -albertr
Spoke to the local VW dealer today morning and was told that 03 H 105 243 Q was discontinued and there's no replacement number available. Interesting what owners of 2011 - 2014 Touareg with 3.6L VR6 will do if they need to replace their crankshaft pulley?-albertr
Thanks! Here's my thoughts - please feel free to correct if anything is wrong:1. I found someone who measured the circumference of 3.6L VR6 crankshaft pulley (03 H 105 243 Q) as roughly 444 mm.AXK crankshaft pulley has circumference of approx. 434 mm (measured it awhile ago, if I remember correctly), so it's a little bit smaller. Itsamoto, did you have a chance to measure your AXK crankshaft pulley size too? 2. INA F-235449 (used on 220Amps Valeo alternator for 3.6L VR6) has the same O.D. (55.6 - 55.9 mm) as INA F-557311 (closest match). AXK alternator pulley is a little bit larger @ approx. 60.8 mm O.D., but I'm sure that the belt tentioner should be able to compensate for that difference without using additional spacers. 3. So, here's the big question - what are idle RPMs on VW Touareg with 3.6L VR6? And assuming it's the same (650 RPMs) as EuroVan, would 220Amps Valeo alternator still get excited when its RPMs are reduced by 2.25% ?I'm thinking that if idle RPMs of Touareg 3.6L VR6 turns out to be roughly the same as EuroVan's 2.8L VR6, than this 2.25% difference shouldn't matter and there's a good chance that 220Amps Valeo alternator paired with INA F-557311 pulley would work on EuroVan too.However, if Touareg's idle RPMs turns out to be much higher (i.e. 800+), then we should go with a smaller pulley instead - i.e. INA F-239808 has O.D. of 50 mm. But in this case we will need to use some spacers to remove belt slack or find someone who can manufacture a shorter 7 ribs double-sided belt.What do you think?-albertr
Clutch woes -- need some advice. 3. Use a 12v VR6 Clutch kit: NEW SMF flywheel and pressure plate, NEW 228mm clutch discPRO: Lots of choice, easily available and cheaper. Upgrades to 228mmCON: SMF could induce wear on an already used and rare transmission. Possible issues dealing with higher output of 24v?
Perhaps this is a moot point now with your recent 240mm no-go discovery, but what exactly do you mean by "could reduce wear on an already used and rare transmission"? The DMF is inherently "softer" under foot (ie clutch pedal) than SMF options. The DMF is also weaker and prone to failure with higher output engines. This may sound counter intuitive but the first big mod necessary on a high torque TDI eng build is to ditch the DMF setup and use a SMF setup which can handle the 300+ ft/lbs torque levels no prob. Does the Trans really care about the type of clutch/flywheel? Not that I know of, when the clutch isn't depressed the eng/trans are linked together. I can see the logic that with the DMF there is some rubber dampening the eng pulses but I've heard nothing regarding inherent problems with the age old single mass flywheel clutch system in this regard. Remember instead of squishy runner there are springy springs dampening. The useage and adoption by VW of DMFs is mostly for the "smoothness" and feel not for prolonged tranny life. I think if they really cared about that they would have had a different AT oil/filter change interval :-).