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35i-299 wrote:

The G60? The Roots supercharger from the TSI? Or one from the accessory shop?

G-charger: Okay, but what about the durability?

Roots blowers: Yes, but not the ones from the TSI. There's a lot of electronics involved, too much, in fact.

Accessories shop: They have some decent items, but they are usually quite expensive.


My suggestion: I would recommend a Roots supercharger, like the ones from Mini Cooper S or older Mercedes models. They are often available and relatively inexpensive. With few exceptions, very durable.

Okay.

But how is the best way to structure all of this?
I'm still having a bit of trouble with the air handling system...

Sure, here's the translation:

"MFG" is an abbreviation for "Mit freundlichen Grüßen," which translates to "Sincerely" or "Best regards" in English.

35i-299 wrote:

The air handling is still giving me a bit of a headache...

I want even more.

Air ducting: After the LLM (likely referring to a Large Language Model or a similar component), a Y-shaped connector is needed. One branch goes to the turbo, and the other goes to the compressor. Okay, here's the translation:

"Let's do that again before the LLK, but from a different angle."

The space required and how to secure it are also separate considerations. They are quite large and heavy.

And he still needs to be motivated, too...

You can do it. Everything is possible if you want it.

Yes, that's correct.

What happens when the turbo kicks in? Does it also release the air back through the compressor?

I'm going to try and make a drawing...

35i-299 wrote:

What happens, though, when the turbo kicks in? Does it then also push the air back out through the compressor?

If you don't calibrate it so that the compressor delivers 0.5 bar and the turbo delivers 2.5 bar, no. Air, like electricity or everything else, will always take the path of least resistance. And it's easier for it to get into the combustion chamber than to pass through the very small gap between the rotor and the rotor housing.

That's why I would really like to work with the G-loader.
"There's definitely no air getting through there..."

I quickly sketched something.

The bypass valve should open when the compressor is switched off.

Sure, here's the translation:

"MFG" is an abbreviation for "Mit freundlichen Grüßen," which translates to "Sincerely" or "Best regards" in English.

35i-299 wrote:

That's why I would really like to work with the G-loader. There's definitely no air getting through...

Do you mean that the distances between the components are smaller in a G-charger compared to a Roots blower?

No! But you're wrong about that. If there were a lot of space in between, it wouldn't work.

That's also true...

Right now, it's all just thoughts.
First, let's see when the GT2260V starts to apply pressure.

Regarding the topic of "retrofitting a compressor to the engine block":

Are you aware that a compressor can have several kilowatts of power consumption?

The bracket and the belt drive must be able to withstand these forces, as well as the dynamic loads caused by the constantly changing load conditions. It's not as simple as just adding another alternator or compressor to the engine.
When designing the G60, the engineers had to put a lot of thought into the mechanical connections.

The G60 loader itself isn't actually as prone to problems as its reputation suggests. It also had a small evolutionary history within its relatively short production run, and the last two years of production are considered quite reliable. You can also find many used Passat G60 models with very high mileage and without having had the turbocharger replaced.
The G60 engine doesn't appreciate tuning very much, as the significantly increased turbocharger speeds accelerate wear and tear.

The first 4-cylinder TDI engines in development at VW actually had a G60 turbocharger installed (of course, without an additional turbo).

Regards,
Jens.

Hello Jens...

I wanted to use the original G60 bracket as much as possible.
Naturally, something would have to be devised for the belt drive system.

Do you have any more information about the early TDI engines with turbochargers?

Best regards.
Sven.

I have a report about a Polo with a 2-cylinder TDI engine and a G40 turbocharger.

I have that one too.

But you can't really see much in it.

Wrong!

The bypass valve must be located on the pressure side of the turbocharger, because the pressure-induced back pressure is less of a problem when the system is under pressure. "On the suction side, I have approximately 1 bar of pressure, ranging from atmospheric pressure down to vacuum."


My suggestion: LMM (Mass Air Flow sensor) - Turbocharger - Roots supercharger - LLK (Intercooler) - Intake manifold.
The bypass valve is positioned parallel to the Roots blower and allows airflow towards the intake manifold. Anything the turbocharger delivers that is more than the Roots blower provides flows through the valve; if the turbocharger delivers less, the Roots blower continues to force air. The main airflow always passes over the turbocharger, which has the advantage that the compressor does not enter the surge region at lower speeds, especially with a sharp tuning, or it does so less easily, because a significant volume flow is already provided by the roots blower.


Bypass valve: A brass check valve from heating and compressed air systems would be most suitable for this application. Ideally, one with a 2-inch diameter would be best.

You can disassemble these things and install a weaker spring to reduce the back pressure. On both connections, there is a piece of 2-inch pipe attached, and at the ends of these pipes, there is a tack weld, so that the hose can be secured with a hose clamp to prevent it from coming loose .

Okay, that's also a possibility.

Then, the valve would need to be controlled using boost pressure. The valve opens at X bar of boost pressure from the turbocharger.

Just like with the TSI.


Sure, here's the translation:

"MFG" is an abbreviation for "Mit freundlichen Grüßen," which translates to "Sincerely" or "Best regards" in English.

No, it opens automatically as soon as there is more pressure in front of the Roots blower than at its outlet. To make it happen faster, use a softer spring.

Not to be forgotten: the engine will definitely require new connecting rod bearings and new connecting rod bore bushings, and ideally also head studs instead of cylinder head bolts.
Turbocharger downpipe, oil cooler, large front-mounted intercooler, thicker exhaust.
As Rainer already mentioned, otherwise there will be long-term durability issues.

Then the turbo has to work against the spring pressure the entire time...

Alternatively, one could try using a pressure-controlled valve.