VW T2 1.6 TD: For Sale / Classic / Camper

VW Bus 1.6 TD, likely a JX model:

Turbocharger failure, barely any more power.

If I disassemble it, should I install a rebuilt kit?
I couldn't find a precise answer by using Google.

Do I still need to balance the charger?

There are many opinions on the matter, but ultimately, the individual components are balanced, and the installation position is fixed.




Can I convert a Golf 1.6 engine using parts from a Buslader turbocharger designed for a bus conversion? They are significantly cheaper!

There was no T2 with a diesel engine; that's a T3.

The Gölf models had different turbos. There's no "plug-and-play" solution for that.

What does "er saut" mean? I had clearly failing turbos on my T3, but they were still providing some boost. Are you sure the turbo isn't completely broken, and therefore the repair kit is a waste of money?

m;

Hello,

engl wrote:

Do I still need to balance the charger then?

I haven't heard of any charger that has lasted for a long time without needing to be balanced.

Quote:

Additional question: Can I use a turbocharger for a Golf 1.6 engine with parts from Buslader, which are intended for bus conversions? They are much cheaper!

There are three different engine options available for the Golf 1.6-TD, and two different turbocharger manufacturers, each offering at least four different turbochargers. Some of these are larger, while others are smaller than the turbocharger from the JX model. However, none of them are identical, so the answer is no.
You can, however, use the complete turbocharger from a 60 or 80 horsepower Golf. You just need to rotate the individual housing components appropriately, because the turbocharger on the JX is located under the exhaust manifold, while on the Golf it sits on top. You can forget about using the turbocharger from the 70 horsepower engine; it's too large and doesn't reach its optimal operating range until above 2800 RPM.

Best regards, Uli.

@uli:

Quote:

You can forget about using the charger from the 70-horsepower engine; it's too large and doesn't reach its optimal performance until above 2800 RPM.

I thought the mounting hardware for the JR and JX chargers was the same, but is that not the case?

Hi,

vwSchrauber wrote:

I thought that the running gear of the JR and JX chargers was the same - is that not the case?

No. The JR has a Garrett T3 turbocharger, while the JX has a KKK turbocharger (the exact model is unknown).
The Passat 32B has (largely) the same engine block and exhaust manifold as the JX. I removed the Garrett T3 turbocharger and replaced it with a T2 turbocharger from an AAZ engine -> resulting in boost starting around 1800/min. This is not surprising, as the turbine wheel of the JR turbocharger has a diameter of approximately 40mm, while the T2 turbocharger has a diameter of about 28mm. The turbocharger is now worn out, and I've installed a T2 turbocharger from an SB engine, but without a water cooling system connected. I plan to do the same thing in the VW bus; the JX engine is worn out, so I'll either install an AAZ engine or an M-TDI engine.
The JX loader is still okay, but if you're used to having power at low RPMs, even it can be annoying. I have several cars, and of all of them, the Bulli has the biggest turbo lag. It should really have power at low RPMs so that it can be driven properly. I don't enjoy having to push the van up the hill in 3rd gear, almost to the redline, just so that it doesn't miss the power band in 4th gear, meaning it has to reach at least 2300 RPM.

For clarification:

- Bus (Type 2) T2: Production year approximately 1967 to 1979.
- Bus (Type 2) T3: Production year approximately 1979-1992.
- Garrett T2 turbocharger: compatible with AAZ, SB (water-cooled), and 1V(?).
- Garrett T3 turbocharger: compatible with JR, CY, and Volvo LT 2.4L 6-cylinder engines.


Best regards, Uli.