Turbo vom 130er PD jetzt auf meinem AFN | Posts 16+

Really? Are you sure? I mean, wouldn't it have a larger bucket wheel?

That would be awesome!

Really? Are you sure? I mean, wouldn't it have a larger bucket wheel?!


I got this information from a Volkswagen mechanic.
I haven't tried it myself yet, and I wouldn't bet my head on it.
I don't have a fully functional AFN loader to test. I'm going to the junkyard tomorrow to see if I can find something to compare it to.
Then there would be absolute security. It would actually be quite practical .

Regards,

Maciek.

I have both of them. The vnt17 has a much larger outlet from the compressor housing... I'm not sure how significant that is.

Arne wrote:

I have both of them. The vnt17 has a much larger outlet from the compressor housing... I'm not sure how important that is.

Hi Arne,

What are the external differences between the 17th generation and the 15th generation models?
Or can other parts be directly swapped out one-to-one, such as the exhaust manifold flange and the exhaust pipe connection (to the catalytic converter)?
Is it necessary to install something incorrectly or crookedly, or is the installation tighter, for example, due to larger overall dimensions?

Hi Ulf,

'I was also surprised by how similar the two turbos are. If I hadn't dealt with this topic before, I wouldn't have been able to tell them apart. The differences are: the pressure sensor (the 17-inch one has the larger one) and the connection of the pressure line to the cooling system. You can see that in the photos. It certainly could be solved more elegantly and discreetly than I did, but that wasn't my priority. The exhaust manifold flange, the exhaust pipe connection, the oil lines, and the connection coming from the air filter/MAF sensor are all exactly the same.'

Regards,
arne

Arne wrote:

Hi Ulf, I was also surprised at how similar the two turbos are. . .

Hi Arne,

It's often said that larger turbochargers tend to have more pronounced turbo lag when accelerating from low RPMs.

What are your experiences with the 17er?

I had a very noticeable turbo lag up to 2300 RPM... BEFORE the installation. Check the search function; I reported this before. It's gone now. So, it pulls incredibly strongly from 1500 RPM onwards.

I can't really judge whether there is turbo lag there or not, because I don't know how it was supposed to be before. But from my experience, there doesn't seem to be any turbo lag.

Regarding your previous post: You can't really install anything incorrectly. My refrigerant line is slightly crooked; I could have solved that more elegantly if I had had the time. The dimensions are the same, so there's definitely no oversized component or dimensional inaccuracies.

Regards,
arne

Arne wrote:

I had a very noticeable turbo lag up to 2300 RPM... BEFORE the installation. Take a look at the search, I reported this before. That's gone now. So, from 1500 RPM onwards, it pulls incredibly.

Hi Arne,

I guess something wasn't working properly with the old loader.

The speed at which you start to feel the turbocharger's effect also depends on the gear you are in.
In 5th gear, my turbocharger starts building significant boost around 1300 RPM.

Starting from that point, 1500 is certainly not a significant setback for the 17-year-old.

'@Ulf: The 130 and 150 horsepower TDIs already pull strongly from 1300-1500 RPM, while my 110 horsepower TDI doesn't really come into its own until around 1900 RPM. I think the turbocharger might reach higher RPMs more slowly, but it also generates significant boost at lower RPMs due to a larger compressor that simply moves more air.'

The PD TDI engine tends to run out of breath much sooner. Above 3000-3500 RPM, it doesn't really produce any more power, while the older TDIs (at least mine) still accelerate well beyond 4000 RPM.

In any case, this was the experience I had with all the PD TDI engines I drove (Passat 130hp, Golf 130 and 150hp).

I think Arne doesn't mean the moment when you feel the charger kicking in, but rather the moment when you think the afterburner in the trunk is igniting .

Perhaps it's also due to the different response characteristics of the charger caused by different VTG rods and a different pressure chamber...

I have a question about this: we're currently converting two Golf 3s with 75 hp engines (AFN) right now.
We are both considering getting the 130PD charger.

What I'm interested in: Taking the coolant reservoir from a VW Golf 4 (if it fits) because of the connector.

And how does the consumption increase?

Which tuner adjusts all those things like injection timing and fuel amounts to make them work properly?

I meant the moment when DOC throws the 'Superzündis' into the locomotive. I can see on the LDA when he starts building up pressure.

My VNT17 has an integrated manifold, meaning the exhaust side and the manifold are a single piece.
The modification wasn't quite as straightforward as it was with Arne. I had to weld the exhaust flange, but otherwise everything went very smoothly.
I don't think 1.5 bar of boost pressure is a problem because the standard 131 hp TDI engine already runs at 1.35 bar of boost. Furthermore, I'm not someone who drives full throttle all the time; I only use the extra power for short bursts of acceleration.

The compressor housing cannot be modified. The compressor vanes are 2 mm larger in the VNT17 compared to the VNT15. Furthermore, the inside of the housing is also larger.

Arne wrote:

Different things are: the pressure vessel (the 17-inch one is the larger one), and the connection of the pressure line to the LLK system. You've seen this in the photos.

Hi Arne,

In the photo, the aluminum tube behind the charging port doesn't appear significantly thicker than mine (the charger is labeled as VNT 15), it has an outer diameter of 40 mm, and the short rubber hose leading to the charging port doesn't look "conical."

What is the outer diameter of the aluminum pipe shown in the photos?

Hi Ulf,

I edited a picture the other day: http://www.roehlmann.de/arne/ulf.jpg

The black hose around the turbo is the one I bought separately. It has the same inner diameter as the silver aluminum pipe (ALU tube) – that's probably what you meant – that's the original part.

I hope I've now explained what you wanted to know.

Regards,
arne

Arne wrote:

The black hose circled around the turbo is the one I bought separately. It has the same inner diameter as the silver, aluminum pipe that's circled - you probably mean that one - that's the original.

Hi Arne,

aha, the original pipe .
From it, connected to you and to me , is a (as far as can be seen) "cylindrical" hose that goes to the cargo outlet.

So, the barrel exits should also have the same caliber (instead of the .17 having a wider opening than the .15).

Stefan wrote:

I consider the 1.5 bar to be quite manageable because the 131 hp TDI engine already has a factory-set boost pressure of 1.35 bar.

Hello!

I agree. My VNT17 also runs at 1.5-1.55 bar. So far, without any problems.


Regards,

Raoul.