Registeraufladung AFN... | Posts 48+

Interesting discussion...

I would also, based on my gut feeling, opt for a check valve. If this fundamentally works, we can still look for better solutions.

Sure, the Roots blower can handle that amount of diesel engine RPM. The question is how much power is being wasted due to the "unnecessary" rotation. But he no longer has to compress it.

35i-299 wrote:

How would you do that?

not at all
Get a turbocharger, larger injectors, possibly a bigger fuel pump, head porting, and a larger exhaust system.
Just fine-tune everything and it'll be good; there's enough power coming through.

35i-299 wrote:

No, not a TSI STG. When working with a check valve, the shutdown process could be implemented using a differential pressure switch. If I replace the check valve with the "throttle valve" from the AEY engine and control it with boost pressure from the turbocharger, then it would be possible to use a microswitch that, when the valve is fully open, shuts off the turbocharger via a relay. Best regards. Sven

It will still jerk, guaranteed! Maybe not when turning it off, but definitely when turning it on. You wouldn't believe how complicated it is to smoothly engage or disengage something using a magnetic coupling. Just leave the thing running. Everything else will be subpar or very expensive.

Okay, after much deliberation and consideration, I've been convinced to change my mind.

I'll let him join.

Okay, for now I'm still in the process of fitting a bracket for the alternator, and then I'll move on to the belt drive.

Sure, here's the translation:

"MFG" is an abbreviation for "Mit freundlichen Grüßen," which translates to "Sincerely" or "Best regards" in English.

Please provide photos .

I think the mechanical aspect is one thing, but getting everything calibrated so that it works reliably in the long run will be the more challenging part. I have an idea, but of course, it's all just speculation.
Apart from that, a continuously running compressor consumes a significant amount of fuel, which makes it something I would seriously hesitate to install in my own car or a non-competition vehicle.

To be honest, I don't have much hope, but it would be great if you could still manage to do it.

Best regards, Rainer.

I can offer you a photo...

This is from the Rohan adapter for the charger mount, from two weeks ago.

You're absolutely right, Rainer, the voting process will be quite something.
Time brings wisdom. My other ideas have also, so far, somehow worked.

If you have any ideas, please share them. I can use any support.
For me, fuel consumption is not a priority at all.

I hope I can manage to do it, because otherwise, all the effort, sweat, and brainpower that went into it would be wasted.
But as they say, "learning by doing."


Best regards.
Sven.

Just a side note: What have you done to ensure that your AFN (presumably an engine type) can withstand more than 5000 km of head gasket replacement with the attached turbocharger?

@Rainer: Are you concerned about the weight of the charger (support) and the potential tilting loads on the front screws, or about the peak pressures that could stretch the screws?

Screws from PD? Stud bolt?

Head bolts and compression are reduced due to worn pistons.

Sure, here's the translation:

"MFG" is an abbreviation for "Mit freundlichen Grüßen," which translates to "Sincerely" or "Best regards" in English.

Wouldn't it be more sensible to remove the pistons?

Sure.