VTG Heißklemmer | Posts 16+

I know:

(1) that boost pressure is generated at "zero throttle" and high engine speed (I measured this using the air-fuel ratio sensor).
(2) that it is NOT reflected in the target MWB011 (also checked).
(3) I read somewhere at Honeywell that this part is for the brakes:

last point
(4) All of this makes sense, because even the slightest amount of acceleration reduces the boost pressure.

You can also find the link on Wikipedia, because that's where I put it http://www.honeywell.com/sites/ts/tt/turbofactsbenifits_VNTbenifits.htm.


I have reviewed everything related to the EU3-Leon-1M-ASV.

I would be happy to contribute something similar using the BMR-EU4-DPF.

Hi Martin,

Quote:

When you release the accelerator, the VTG closes to generate a lot of boost pressure, which helps the engine to brake better.

No, that's not always the case. But mostly.

Best regards, Rainer.

The lever can also be moved easily with a 14mm open-end wrench, but because I always hit the closed stop with it, I filed a hook out of sheet steel that allows me to operate the lever fully to its stops. It moves smoothly and easily, without any jerking or sticking.

You can get a good deal on a G4 with an ALH engine that doesn't have air conditioning.
So far, there haven't been any errors, so I'll just wait and see.

It's strange because the boost pressure keeps building up even though hardly any power is being demanded, and then it suddenly drops with a jerk, and the engine noticeably pulls better.

What do you think about the second log?

Thank you. Best regards, Ronny.

I once unscrewed the cap, and the viscosity of the oil is very low, both when cold and when hot. Well, it's not a major problem. I'm relieved for now.

Does anyone have values for the ALH mass airflow sensor?
He's already reached 140,000 km. If he continues to act up, I'll buy a replacement one from VW.

Hello,

I once had a car where the VTG (Variable Transmission Geometry) adjuster stuck. It might be the same for you.
As I said, I wouldn't do anything unless the LD gets too high.

Check LMM values in measurement block 8. The limit based on air mass must be higher than the torque limit when the accelerator is fully depressed.

Best regards, Rainer.

Exhaust gas recirculation is limited by torque limitation at full throttle. The VTG (Variable Turbine Geometry) actuator was tested with a syringe, and everything is okay.

Thank you all, goodbye.

Hello everyone, G4 Alh, see signature.
Please review the log file MWB11.
The Garrett turbocharger from STK Turbotechnik made a good impression on me. Currently about 2 years old, with 80,000 km on the odometer. Regarding the VTG (Variable Turbine Geometry): Adjustment is easy via finger control, spray test is working correctly, and the test in the basic setting mode is also okay.
I've now unscrewed the can from its bracket and disconnected the pneumatic lines so I can manually feel the approximate force exerted by the VTG. Even at higher RPMs .
"Increased the speed to 2600 RPM (I didn't dare to go any higher; my LD display showed 0.6 bar). Now I adjusted the setting manually by touching the can." I could definitely feel some resistance, especially around the middle section of the adjustment lever.
"I repeated this test with the fixed can and pneumatic adjustment. I disconnected the connector from the pressure transducer and operated it using an auxiliary cable and a button. The result was that the can moves quickly to the closed position, but slower to the open position. For the return movement to the open position, only the spring in the can is responsible." But I can't believe she's feeling weak.
Okay, I'm going to start disassembling the VTG now and see where I need to remove any rust.
See you later.

Thanks for the feedback, I'm curious to hear it!

Hello everyone,
After disassembling the charger, I saw some rust behind the plate and at the contact point, but not a lot. I noticed clear signs of grinding on the adjustment fins. Perhaps the components expand or warp due to the high temperatures they are exposed to. In any case, I cleaned everything thoroughly and polished it until it was shiny. While driving, I immediately saw on the LD display that this was the cause of the excessively high boost pressure.
Bye.

No pictures of the grinding marks?

Sure, I understand. Please provide the German text you would like me to translate into English. I will only provide the translation.
[img][/img]

available at:
http://www.technologie-entwicklung.de/07-vtg-ring.jpg{MARKER}

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

The three small Torx screws secure the guide vane assembly and a plate located behind it. You have to look very closely to notice them. This plate, due to rust or warping, presses against the guide vanes and jams them. If more space were allowed between the guide vanes and the plates during production, the adjustment would no longer jam. However, this would also result in a later build-up of boost pressure. I assume that this change has also been made in all subsequent chargers.
Unfortunately, I didn't manage to take a picture of the plate that's located on the discharge side of the compressor housing. However, there was an overhang visible on the compressor housing, even after I had already removed the plate.

Hi, this is about the Leon ARL.
Different car, same problem? What do you think about the logs from MWB11?
I was in the first gear the whole time, and I barely touched the accelerator.

Why do I have a high LD?

VTG with dissolved vacuum capsule, extremely smooth operation? In other words... Does the lever just fall off by itself?

Otherwise:
- Solenoid valve for LD control.
- Ventilation with negative pressure system.
- The vacuum sensor is sticking internally.

Best regards, Rainer.

Rainer K. wrote:

Is a VTG (Vintage) vacuum tube amplifier with a dissolved vacuum tube absolutely easy to operate? I mean, Does the lever just fall off by itself?

I still need to check it; this box is a bit complicated, and the air conditioning is terrible .


Okay, I remembered something else. I replaced the slightly leaky fuel pump on the cylinder head (wow, 330€ officially) at VW. The air intake manifold on my old one was made of metal, while the new one is made of plastic. This hose connector also has a slightly different shape. I put the old hose connector on it, and it slid on relatively easily . I just hope there's enough suction pressure. a) I will measure the vacuum pressure.
b) I will order a new, appropriately sized hose connector.
I don't think there's a vacuum or pressure issue, but I need to check it.

Hi,

Quote:

It's not that there isn't enough suction pressure.

Then the turbocharger pressure would be too low or would show fluctuations.

Best regards, Rainer.