Druckdose beim VNT20 drehen... | Posts 48+

hello!

I'm bringing up this topic again.

After approximately 10,000 kilometers, the VNT20 turbocharger failed. It had been pushing oil out recently. It seems that reversing the oil drain direction is not a sustainable solution in the long run.

Therefore, I will now be modifying the new loader, as previously planned by DJ.

I hope everything goes smoothly with the installation of the new drill holes for the VTG ring in the casting, and that the loader will function properly later.

Keep you updated with pictures.

greetings

Hi,

I've already dealt with that, so I'm curious to see what solutions you come up with .

Best regards, Rainer.

What tips can you give me?

Um... I thought you were going to provide something that would help me save some working time?
I think that my solution is already quite optimal .
Okay, I'll take a picture. I can post it tonight or tomorrow.

Best regards, Rainer.

Okay, Rainer, that would be great!

Okay, I already have my ideas. Let's see how much they differ from yours.

greetings

There it is. Everything is functional and pre-assembled, ready for connection.

That looks clean.

Okay, and unlike the problem customers mentioned in the Polo forum, this a) is a GT2052V and not a GT2256, b) the VTG is not misaligned, c) there is no missing retaining clip on the VTG rod, d) there is no old license plate plate clipped to the wrong side between the canister and the bracket to prevent the rod from falling off due to scratching, e) the turbocharger does not make any strange noises, f) it was not purchased used on eBay for under 100 EUR, g) the intercooler pipes of the car that the turbocharger is installed in do not fall off every 10 km, h) there is no "Twister" modification installed that produces nonsensical mass airflow sensor readings, i) all 4x2 connectors are plugged into the PD units, j) there is no additional power box for software modification, and k) there is no chip with disabled LD control.

Awesome, right? You see, you always meet people twice in life.

Best regards, Rainer.

I only mentioned there that there were issues with the coordination. I didn't provide any more detailed information.

Well, never mind, the loader is coming into my new toy, so it's not for sale.
My advice to you: why don't you try disassembling the GT2052V first? You'll see, the rotation isn't that difficult. Unfortunately, these kinds of activities involve a lot of driving for me, and therefore are not really profitable for individual delivery drivers.

Best regards, Rainer.

Okay, that's why I specifically wrote that I didn't want to criticize your work.

I've just disassembled the loader. The first thing I noticed is that the three Allen screws securing the VTG mechanism are arranged symmetrically, meaning they are all offset by exactly 120 degrees. Theoretically, this could eliminate the need for new counterbore holes in the casting. At least, as long as a rotation of 120 degrees in either direction is sufficient when needed. That's my opinion.

edit: I have the model 701C... there has been a lot of discussion about which versions of the 2052 have screws that are actually arranged symmetrically.

So, I'm starting to see some initial successes.

I installed the guide vane kit along with the adjustable ring, offsetting it by 120° as planned in the casting, and I was able to reattach the pressure sensor without any problems.

'Rainer, am I mistaken, or should I now readjust the VTG setting? I don't think so, because the adjustment range of the control rod hasn't changed, and it's still the same as the factory setting for the turbocharger. Therefore, the boost pressure control should still be working without any issues.'

I need to check directly on the vehicle to see which 'side' my charger is tilting more on the adapter behind the exhaust manifold (because the oil return isn't perfectly vertical), so that when I shift it by the current 120 degrees, the oil return will be as close to perfectly vertical as possible. If necessary, I might have to shift it another 120 degrees. I hope my explanation makes sense.

Okay, here's a first picture.

Hello,

"The way you did it, there's no room for it here. The guide vanes must, of course, be in the same position as they were before the modification." "Adjust as needed."

Best regards, Rainer.

Okay, so the new rebuilt loader is installed, and the engine is running well so far. Everything seems to fit together nicely, especially with the space for the pressure vessel.

While the oil leak doesn't flow perfectly vertically downwards, it's at least at a 45-degree angle. In any case, the oil should now be able to flow back from the loader into the KGH without any problems.

It remains to be seen whether there will be an improvement, and hopefully this charger will last longer than the last one.

and how exactly did you do it, Rainer?

'With my casting part, there was so little material left around the three tapped holes for the threaded inserts that I wouldn't have been able to drill new holes. The only remaining option would have been to drill new holes directly into the threaded inserts, at the appropriate angle, and then re-secure them in the casting.'