Wastegate to VTG Loader Conversion Photos

Hello!

I thought I'd also post some photos here of the renovation work we did last winter...
The quality is not great, as it was taken with a phone camera.

http://www.bilder-hosting.de/img/0FUZC.jpghttp://www.bilder-hosting.de/img/0FVHN.jpghttp://www.bilder-hosting.de/img/0FX00.jpghttp://www.bilder-hosting.de/img/0FX0C.jpghttp://www.bilder-hosting.de/img/C7JVQ.jpg


For the GT1749VA turbocharger, I had to mount the wastegate actuator in a different location to be able to reuse the original manifold. At the same time, I cleaned and lubricated the variable turbine geometry (VTG) mechanism. Additionally, I raised the position of the vacuum actuator using threaded sleeves, which also provides better thermal insulation from the turbocharger, leading to a longer lifespan for the vacuum actuator.

In this case (as you can see in the photo), I filed the hole a bit longer so that the bracket could be reused.

Best regards,

15 views, and still no response?! Feel free to ask questions, leave comments, or offer criticism .

Why did you do the renovation?

In preparation for a 'larger' tuning project?

Yes, you can find the details in my signature. The original turbocharger consistently maxes out at 1.2 bar, and that's with very high exhaust back pressure (resulting in poor turbocharger efficiency at that operating point, because the turbocharger is too small for the volume of air). Also, it only produces about 103 kW; going beyond that is difficult and already produces a lot of smoke. Now, it should be producing around 125 kW, and it shouldn't smoke much more than a standard diesel engine.

125 kW?!
That sounds interesting.
Was ist sonst noch alles umgebaut ? Kupplung ? Transmission?

'Heavy fuel oil' or 'residual fuel oil'.

You are welcome to ask questions, leave comments, or offer criticism.
Workshop flooded? The photos taken with a mobile phone look more like those of a diving robot .

I can't quite follow your Sig . For which Passat is the VTG conversion? Is it more likely for the Variant automatic (exact model?)?

What does 'Schweröl' mean?
I would also be interested .

Workshop flooded? The photos taken with a mobile phone look more like those of a diving robot.


Sure, the main advantage, especially in winter, is that you don't always have to go to the refrigerator for a cold beer. This way, I can put it anywhere in the workshop, and it stays cold .

I can't quite follow your signature . For which Passat is the VTG conversion? Is it more likely for the Variant automatic (exact model?)?!


Yes, it's for the variable; it's a 3B.

I'd also be interested to know.




It simply means that I don't stick to a specific type of fuel, but rather use anything that is reasonably clean, flammable, and has a bit of lubrication (due to the VE...F) .

It simply means that I don't limit myself to a specific type of fuel, but rather use anything that is reasonably clean, flammable, and has a bit of lubrication (due to the VE....F)
So, a multi-fuel engine?! That's also why your nickname is .

I've also wondered about the heavy oil; after all, oil tankers transport it. And that would be, firstly, tax evasion, and secondly, probably not even feasible, because the stuff has more of the consistency of crude oil, right?

I've also wondered about the heavy oil, after all, oil tankers use it.

This category also includes waste oils (but not waste diesel engine oil due to the high carbon content), but does include waste gasoline engine oil, hydraulic oil, compressor oil, transformer oil (excluding Ascarel), used cutting oil, and new cutting oil.

and that would be, firstly, tax evasion.

I would define it somewhat differently, as it is always a matter of opinion. If the state terrorizes the people with excessive taxes, then it should not be surprised when some hobbyists seek and find ways out - this may sound a little illegal now, but fortunately we can still express our opinions .

and secondly, it is probably not even feasible.

If I already had a carbureted engine with a rotary pump, I would be doing things completely differently.

Nebelwerfer_TDI wrote:

If I already had my pre-chamber gasoline injection system with a rotary vane pump, I would be doing completely different things.

haha, I know someone like that too: an old Kadett 1.6D. It stinks like crazy, and I asked him what he had done with his car. Apparently, they were scrapping a lift, and it was full of hydraulic oil...

It's amazing what these engines can run on. Speaking of multi-fuel engines, have you ever looked at pressure wave engines?

http://de.wikipedia.org/wiki/Druckzellenmotor

I want to give my cat a proper flea treatment; the one from Otto won't work, right?

Cool link, but I'm worried about the wear and tear.

Then, a mileage of 80-100,000 km is simply declared as the expected lifespan of the car, and the matter is settled for Audi/VW. This has the advantage that savings can be made elsewhere, as the other components don't need to be as high quality.

Hey, what's regulating the boost pressure now?
The VTG (Variable Turbine Geometry) is controlled by vacuum, while the wastegate is controlled by pressure. This alone should require significantly different parameters for the digital control in the MSG (Motor Steuergerät - Engine Control Unit). Did you install a different MSG, or did you solve the problem using a chip?

That's also why your nickname is...


He's from my school days; I actually 'traded' for him with the TDI .

The VTG (Variable Turbine Geometry) is controlled by vacuum, while the wastegate is controlled by pressure. This alone should require quite different parameters for the digital regulation in the MSG (Motor Steuergerät).

Yes, VTG (Variable Transmission Geometry) requires a pre-stall characteristic curve to enable early lift-off while simultaneously minimizing overshoot.

Did you install a different MSG, or did you solve the problem using a chip?

No, it's still the same engine control unit (ECU). But since it's a 16-bit ECU anyway, it's now running the software from an AFN engine; xxx xxx 038 P instead of 038 N.

I had previously considered using the 'old' Wastegate system and adjusting the vacuum connection to create a vacuum, as well as lengthening the adjustment rod so that the system could keep up. It would certainly have worked, but not optimally, and I wouldn't have been able to push the engine to its limits as much.

I would define it slightly differently, as it is always a matter of opinion. If the state terrorizes the people with excessive taxes, then it should not be surprised if there are some hobbyists who seek and find ways out, and although this may sound a little illegal, we are still fortunately allowed to express our opinions.
You are certainly allowed to express your opinion. And so am I, which is why I'm telling you that I find what you're doing extremely objectionable, the way you're trying to get from A to B as cheaply as possible. The exhaust emissions of your vehicle might even be cleaner than those of a very old ship diesel engine (if it's running on diesel). Cargo ships also use heavy fuel oil, but only on the open sea, because the ports can't handle the pollution that diesel engines using heavy fuel oil produce. From a tax perspective, you're driving a multi-fuel engine, which is classified as Euro 0. I think that's justified; those who put anything that burns into their engine and let it out cold should pay accordingly. I see the diesel tax more as a punitive tax, but it certainly has its justification for multi-fuel engines. Finding solutions is fine, but those solutions should be ones that don't force your surroundings to endure everything possible just to maximize your personal (and financial?!) benefits. I would therefore define it differently: if someone has to breathe in the fumes from your exhaust, and you only pay the tax for burning diesel, RME, or heavy fuel oil, then that's 1.) tax evasion and 2.) extremely reprehensible - regardless of the excessive tax. Fortunately, not everyone does that . My opinion on that .