Actros 1841 with VTG: Find Yours Now!

Hi.

I was next to a motorcycle with the license plate "1841" at a traffic light earlier.
Thanks to the open rear section, you could see the engine compartment from behind, where a large turbocharger was located. It had a connecting rod and a pressure sensor.

However, nothing moved when I tried to start it.

Did it have a VTG clamp? Or, shouldn't the wastegate have shown some movement as well?

m;

Are you sure it wasn't an oil pipeline?

?? Oil pipeline.

What is this connected to, specifically a pressure cylinder that in turn has an adjustment rod?

Meanwhile, I think it's a waste.

Convinced...

Hi Martin,
Take a look inside here http://www2.turbodriven.com/en/service/default.aspx.
I'll take the 2-stage technology, please.
from Turbo News 2/06:
"The current drive systems for the vehicles of the..."
The OM501 and OM502LA series are Actros engines.
Engines. The OM501LA is a V6 engine with...
einem Hubraum von 11,95 Litern. The machine.
leistet zwischen 235 und 350 kW. Up to 300 kW.
It delivers power with a proven S400 engine.
equipped with turbochargers, while between...
320 and 350 kW: An efficient K31 engine for various applications.
coming. It features a pneumatically operated -
machined wastegate valve and a machined...
Aluminum centrifugal compressor, to meet the high requirements -
focus on durability and reliability.
to fulfill. The OM502LA is a...
a V8 engine with a displacement of 15.93 liters.
Litern. The unit is designed for a power range of...
ranging from 375 to 440 kW.
for Actros commercial vehicles that require above-average...
Performance reserves are needed.
is. The engine has an S410 turbocharger.
with a wastegate, and also machined.
Aluminum centrifugal compressor.
I read something about a 120,000 km oil change interval for the Actros. How long does it take a trucker to reach that interval? Four months?
haithamina

I figured it out because the shaft was roughly parallel to the turbine shaft -> waste, just like my 1Z.

They are oriented perpendicularly to the turbine shaft.

m;

It's only a matter of time before VTGs (Variable Transmission Gearboxes) become state-of-the-art technology in this area as well. They've already been used in larger agricultural machines for a few years now...

Interestingly, it uses an electric actuator, and without the corresponding load, it's impossible for the control rod to move .

The 3.0 TDI engines also have eVTGs.
OK, those are already agricultural machines .

m;

The V10 PD also had/has eVTG, and the Touareg is also more conceived as an "off-road vehicle" .

When I look at the connections N75 and G581 (MWB 043) on my BMR, I don't understand why there's a pneumatic actuator involved.

m;

Aha - I didn't know that the BMR already has a travel path monitoring system . On the other hand, an electric actuator wouldn't have caused much more hardware effort...

Yes, he does. I believe he's the only PD who has that.

The longer I look at the scatterplot above, the more I'm coming to the conclusion that the BMR and, presumably, the other two 2.0 PD engines are lacking the power needed to drive the turbo.

I always thought the turbo was controlled by the N75 valve, because that valve tends to fail quickly.

However, the VTG (variable geometry turbocharger) doesn't start to open until 75% N75 (throttle valve control), and there's still no pressure, so the problem is simply a lack of diesel. This also explains the noticeably more responsive acceleration during regeneration.