Verständnissfrage Turbo | Posts 16+

The pressure canisters were easy to screw on, and the rod definitely didn't get pushed in. What surprises me is that the VNT 15 is supposed to be the original [part/model].
That's why I never even considered that it could be due to that... Well, I guess I'll extend the rod then. Hopefully, it will help.

I'm only interested now in knowing how high the LD (likely referring to a specific technical parameter) can be. Has anyone with a working system already tried this? I need to know from what point everything will work correctly again...

Please provide the text you would like me to translate from German to English. I will only provide the translation, without any explanations.

You can find many dyno charts of a Leon ASV (110 hp) there, showing significant overshoots and later versions with a longer connecting rod by either two or one revolution.

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

"Thank you!"

Okay, so regarding that small screw, if I understand correctly, it acts as the stop for the "maximum open" position of the VGT (Variable Geometry Turbine). So, you'd have to adjust the turbocharger slightly in relation to it, right? (in addition to pre-tensioning the VGT).

Which "small screw"?

There is no setting for "open." The setscrew on the turbocharger housing acts as the "closed" limit, when the vacuum actuator is fully engaged.

To clarify again:
"Open" means that the paddles are facing towards the center, with minimal space between them; this occurs in a vacuum chamber that is not being actively controlled or pressurized.

Closed: The VTG blades are positioned almost parallel to the adjacent blade. There is very little space between them, which provides full charging pressure. To achieve this, the vacuum chamber must be evacuated.

http://www.technologie-entwicklung.de/Gasturbines/VNT15-Turbo/body_vnt15-turbo.html

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

cksIT wrote:

what I'm only interested in now is how high the ld can be? Has anyone done this with a working system before? I need to know from what point everything will work again...

You'll see it when you accelerate with the VTG (variable turbine geometry) at full throttle to 4000 rpm without the vacuum hose connected, allowing it to operate with an open valve position.

Before proceeding, ensure that the open end of both loaders is clearly defined and "rigid."
If the lever movement ends within a doughy and springy area, the vertical travel (VTG) will not fully extend, and the minimum load deflection (LD) will also be higher than usual.

Okay, I thought the screw was for the open hinge.

Quote:

You will see it when you accelerate with the VTG at full throttle to 4000 rpm without the vacuum hose attached, keeping the throttle fully open.

and how far can the pressure be adjusted? Is it just a matter of setting it so that the LD doesn't exceed its maximum (1.5 bar for the front axle)?

cksIT wrote:

Ah, okay, I thought the screw was for the open hinge... Quote: You will see it when you accelerate with the VTG at full throttle to 4000 rpm without the vacuum hose attached, keeping the throttle fully open. and how far can the pressure go? Just adjust it so that the LD doesn't exceed its maximum (1.5 bar for the front axle)

.
There's nothing specific to adjust except for the minimum length of the VTG rods and ensuring that the internal mechanism is free (so that the full opening stroke can be reliably achieved, as mentioned above).

Then, at full throttle and 4000 rpm, a specific (small, dependent on exhaust energy and turbocharger) load demand (LD) is generated somewhere below the normal target value, regardless of whether the VTG lever is pressed against its stop with 2 or 20 N.