Stuck VTG

Hi, Skoda Octavia 1U, 2003, ASV engine, 81 kW, 169,000 km.
The coolant level warning light is illuminated on the FIS. Do vehicles with the FIS not have a conventional check light for the engine? Error memory MSTG says:

Address 01: Engine
Label file: RKS\038-906-012-ASV.lbl
Control unit part number: 038 906 012 CL
Component and/or version: 1.9L R4 EDC G000SG 3359.
Encoding: 00002
Operating number: WSC 31480

Sure, here is the translation of the text from German to English:

"1 error found:"

17965 - Turbocharger pressure control: Limit exceeded.
P1557 - 35-10 - - - Sporadically.

Okay. The error memory in the instrument cluster is telling me:
Address 17: Combination Instrument
Label file: RKS\1U0-920-xxx-17.lbl
Control unit part number: 1U0 920 841 J.
Component and/or version: KOMBI+TRAVEL DISPLAY VDO V09.
Encoding: 19112
Operating number: WSC 31480

Sure, here is the translation of the text from German to English:

"1 error found:"

01039 - Coolant temperature sensor (G2).
30-10 - Interruption / Short circuit after positive voltage - Occasional.



We are now replacing the coolant temperature sensor. I have reset the turbocharger pressure control to its default settings. (mechanical adjustment). The adjustment works when the engine is idling.
What should I do next? The workshop would probably say to replace the TURBOCHARGER.

Remove the turbocharger, disassemble the part containing the impeller, thoroughly verschandeln it, and reassemble it. This worked for 3 out of 4 turbochargers I've tried.

Quote:

Remove the turbocharger, disassemble the part where the impeller blades are located, verschandeln it thoroughly, and reassemble it. This worked for 3 out of 4 turbochargers I've dealt with.

That would be the last resort (a really unpleasant job), or we could just replace the loader. I should probably check things more carefully so that I can show my good friend something concrete.

I once had a 1M ASV with a jerky VTG (the car had been standing for a year before we bought it).

Moving it slightly with my finger from the outside and adjusting the focus a bit more while on the highway helped. After that, it ran wonderfully smoothly.

It's the ASV from the thread "Checking boost pressure," where I adjusted the VTG for a longer period because it was significantly overboosting.

m;

Okay, I would always only resort to decomposition as a last resort, when all other conventional methods have failed. While I've had to disassemble one before, I wouldn't put too much faith in its long-term durability.

...but it wouldn't really contribute much to the long-term durability anymore...

Hello,

Regarding long-term durability, can the runners remain connected during this process (due to fine balancing, etc.)?
I've only ever used waste materials before, so that's why I'm asking this question...

Best regards,
SD

The runner must stay together, otherwise the part will be scrap immediately.

m;

When the VTG (Variable Turbine Geometry) is cleaned, the shaft with the compressor and turbine wheel remains inside the housing. Nevertheless, there is a possibility of damaging something or assembling it incorrectly. I once disassembled a turbocharger from a Sharan ASZ engine, and in that case, it was impossible to adjust the VTG. When cleaning it, it turned out to be extremely dirty. We managed to get it clean. However, the car was sold about 10,000 km later, so I don't know if the turbocharger is still working. Expanding the [device/component] itself is always a tricky business; the studs can shear off, and there might not be enough space to remove it... Therefore, every possible measure should be taken to get the [device/component] working again in the car.

Hi,

Quote:

therefore, all possible measures should be taken to get the TL (Turbocharger Ladeluftventil) in the car working again

, and that's how I see it too. I can manually control the VTG (Variable Turbine Geometry), but all attempts with the corresponding amount of exhaust power only last until the limp-home mode kicks in, and that happens very quickly. If I simply rev the engine without any load, I unfortunately don't have enough exhaust gas volume to properly verschandeln out the turbocharger.

First, move it back and forth while it's still stationary, and then "burn it off." However, depending on the region and weather conditions, I might shift things back a bit; in our area, there are no more full-throttle sections .

Here in Wernau/Neckar, it's not that bad, I can still accelerate, but it's pointless because only about 20 horsepower leaves the engine.