VTG Rod Shortening: Loader Overload Issues?

Hello!

Volkswagen Golf 3, AFN engine, 1997, 135,000 km.

I shortened my VTG rod by 3 rotations, and I'm satisfied with the result.
Response behavior is now satisfactory. There are no issues with emergency mode, I have...
No significant overshoots were observed, and the idle speed is 3900 RPM.
Still well below 70%.

So, everything is wonderful, if - well, if I hadn't accidentally stumbled upon something earlier.
einen (schon etwas älteren!) Beitrag von Ulf gestoßen wäre. Dort was about.
Tips for saving fuel, and it said:

"... If your average boost pressure is slightly too low for optimal fuel consumption..."
It's possible that slightly shortening the VTG rod might still help.
bring. I used to have them for experiments with a high-performance power supply.
It was extended, and immediately afterwards, the consumption increased slightly.
However, for such experiments, a boost pressure gauge is absolutely essential to avoid...
"to overload the loader..."

Is the charger overloaded? This only affects the initial phase of the load distribution (LD) regulation.
How does the "overload" manifest itself in the measurement readings?

If that's the case, then it should also be included in the technical articles, right?

Greetings,
Klaus.

Klausel wrote:

"However, for such experiments, a boost pressure gauge is absolutely essential to avoid overloading the turbocharger..." Is the charger overloaded? This only affects the initial phase of the load distribution (LD) regulation. How does the "overload" manifest itself in the measurement readings?

The regulation is at its limit in the Pmax range because the boost pressure (due to insufficient adjustment range towards "low") cannot be reduced to the target value.

Depending on the settings, it doesn't necessarily have to immediately escalate to damaging rotational speeds, but it can happen sooner or later depending on factors like the weather and the engine's condition.

Hello!

@Ulf: Thanks for your patient response - to the simple idea,
Since you are simply warning about an area that can no longer be controlled, I am...
It didn't work at all. That's probably also because of my AFN.
After 3 (shortening) rotations of the VTG rod, it is not yet in a dangerous state.
is (< 70% at 3900 RPM full load).

Quote:

Depending on the settings, it doesn't necessarily have to immediately escalate to damaging rotational speeds, but it can happen sooner or later, depending on factors like the weather and the engine's condition.

This, however, suggests that Rainer's recommendations in the...
It's likely that your corresponding article wouldn't be shared as widely.
Rainer is taking a proactive approach and says: "Reduce the speed until it reaches 95% at 3900 RPM."
Full load applies. You mention differences for various [things/situations].
Consider the operating conditions and say: never without a permanent [connection/solution/etc.].
Monitoring via LDA! In other words: Rainer relies on self-protection.
via Notlauf, are you more skeptical about that?

It would also be interesting in this context.
(although not statistically significant), whether Rainer already has a turbo.
Did it burst for you and not for me?

Greetings,
Klaus.

PS: Just to avoid any misunderstandings: I have (like...)
countless others have benefited endlessly from Ulf's and Rainer's contributions.
The more you delve into something, the more new questions arise.

Klausel wrote:

This, however, suggests that Rainer's recommendations are likely to be in the It's likely that your corresponding article won't be shared as widely. Rainer is taking a proactive approach and says: "Reduce the speed until it reaches 95% at 3900 RPM." Full load applies. You mention differences for various [things/situations]. Consider the operating conditions and say: never without a permanent [connection/solution/etc.]. Monitoring via LDA! In other words: Rainer relies on self-protection. via emergency mode, are you more skeptical about that?

Basically, yes.

But Rainer has much more practical experience with adjustable VTGs than I do.

And if his method works, it undoubtedly has its merits as well, even if it offers less of a safety margin.
-> It's really only something for people who know exactly :!:what they're doing.


Okay: During the TDI era, as far as I know, turbocharger and head gasket failures are common, but I haven't experienced any such problems yet.
However, that doesn't really tell the whole story: Rainer likely has significantly more kilometers driven on TDI engines, and that's on top of being average, older cars.
Therefore, his statistical risk of defects is already higher than mine.