Turbocharger Installation: Electropneumatic Converter.

Hello!

As a woman, I would also like to share my problem, although it might not be a big one.
I also had a sticking VTG (Variable Turbine Geometry) adjustment on my Audi AFN, but I managed to fix it by removing the turbo, using a lot of Balistol lubricant, and thoroughly cleaning the parts (flushing the exhaust side). This made it work perfectly again!
The vehicle is now running very well again.

Okay, I've just read the troubleshooting guide for the VTG (Variable Turbine Geometry) in the technical forum, and I've noticed that the turbo adjustment doesn't move when the engine is started, and there's also no vacuum present. (Should that mean low boost pressure, right?)
The Audi doesn't perform particularly well in the lower rev range when accelerating.

- So, my question is: should the electro-pneumatic converter be located in the front, somewhere between the turbocharger and the radiator?
- Is the vacuum definitely related to the idle speed?
- What voltage is the converter supplied with, and when?
- What is the Audi/VW part number for this part?

I think I might be able to find the cause of the weak response in the lower range there! Unfortunately, I don't have any diagnostic tools or anything like that available.

Thank you in advance. Teffi-teff-teff.

Hi,

I can only answer some of your questions.

From the technical article, you can see that the variable geometry turbine (VTG) is activated immediately after starting. Therefore, there must already be a vacuum at the VTG housing, and the electro-pneumatic converter must be energized. Since the VTG is fully activated even at idle for better responsiveness, the control signal from the control unit must also be at its maximum. However, instead of using voltage, a duty cycle is used here.

At idle, no measurable boost pressure is generated due to the lack of exhaust gas energy. However, at 1,400 rpm, the alternating control of the turbocharger between maximum and minimum settings should already generate a (over)pressure buildup of approximately 200 mbar, depending on the engine.

The converter is located on the firewall, on the driver's side.

Quote:

The converter is located on the splash guard on the driver's side.

Nope!

Not mandatory.
On a Golf 3 AFN, it should be located on the fenders, between the air filter and the diesel filter, in the same position as it is on the wastegate turbocharger for the 1Z engine.

Initially, the Passat 3A AFN and all subsequent vehicles with the VTG engine had it on the splash guard.



m,

EDIT: Oops, "Audi AFN" (okay, so Audi only builds one model, and has been doing so for decades ).

Teffi-teff-teff wrote:

Now, I have read the troubleshooting guide for the VTG in the technical article forum, and I noticed that the turbo adjustment doesn't move when starting the engine, and there is also no vacuum present. (Should that mean low boost pressure?) right??

Okay. How and where (which hose) did you determine that there is no vacuum?

Quote:

- So, my question is, the electromechanical converter should be located in the front, between the turbocharger and the radiator, correct?

If in doubt, follow the hose from the VTG unit .

Quote:

- What is the Audi/VW part number for this part?

We can only say for sure once you provide us with the exact model, year of manufacture, etc.

Hello everyone,

Thanks for your prompt replies. However, I continued my search today and was even able to fix the error (yay)!

First, I replaced the electro-pneumatic control unit for the exhaust gas recirculation system with a VTG control unit. Unfortunately, I broke off a connector on the VTG control unit, which I temporarily reattached with super glue. It seems to be working, but I didn't have any success with it; the lever on the VTG didn't move. I then removed the hose from the control unit of the VTG and, using my tongue (I'm not sure why!), I could tell that there was some suction, but not much, so the lever only moved a very small amount.
After replacing all the flexible hoses because I suspected a leak, I discovered that there was a tiny hole in one of the lines, which looks like it was caused by abrasion (see picture). Since then, everything has been working perfectly again, and my car has its power back!

- The part numbers on the two electropneumatic valves are not identical; they only differ by an 'A' at the end. Can anyone tell me what the difference is between the two? Can I leave the valve that's currently used for exhaust gas recirculation in its current position, even though it was originally designed for exhaust gas recirculation?

- I have a 1996 model with an AFN engine.

- I read on your website that you have a cheaper VTG valve available with a 1JO part number instead of a 1H0 part number.
for 33 euros instead of 111 euros, I can buy this cheaper valve without any problems.
Having trouble with the controls?!? I broke off a connector!
That solution with the super glue probably isn't a long-term fix because of the vibrations.
which a TDI engine causes.

Okay, so the electro-pneumatic adjustment unit (VTG) for my car is actually located at the front of the crankcase, making it very difficult to reach. Still, thanks for the tips.

Best regards,
Teffi-teff-teff

Hello,

Well then, congratulations, also for the more friendly transformation.

Best regards, Rainer.

Hi,

Super glue might not be the solution, but something like Uhu Endfest 300 adhesive and a little bit of heat (70 degrees in the oven – that should be enough to fix it, and it probably gets that warm under the hood in the middle of summer anyway – see the instructions for Uhu Endfest 300) should actually make it perfectly secure again.

If it doesn't work, you can always buy a new valve.

Best regards,

Jan.