Hybrid chargers, what works well together and makes sense???

Hello, fellow enthusiasts,
Now it's time, my turbo is broken and needs to be replaced. Oh, I completely forgot, this is about a 1.9 TDI, engine code ARL (150hp).
I would like to assemble a hybrid charger, using the parts from the original turbo and the compressor side of the 6-cylinder TDI, specifically the GT1749VB exhaust side and, for example, the GT2052V compressor side.
Does this work, or would it make more sense to use something different on the compressor side (I don't know the differences between the turbos for 150-180HP)?
If it's all assembled, where can you get it adjusted and balanced?
It would be great if you had some tips.
Could you estimate how the "driving experience" might be?

Does anyone have any ideas/experience?

Therefore, the GT1749VA and GT2052V are compatible. They also fit well in terms of form and size. Since the VB is similar to the VA, I assume it will work. The turbocharger from the A4/A6 or Passat is the same size for the 150PS, 163PS and 180PS versions. This means it was used in almost all of them. For example, 059 145 701 S.

Depending on your preference, there are various combination options, but in the area of diesel tuning, the 22mm intake side with a 17mm exhaust side has become established.

Where can I buy something like this ready-made?

Occasionally at the auction house. Or, have a loading company assemble it for you.

mullemaus wrote:

Occasionally at the auction house. Or, have a loading company assemble it for you.

That's it.

However, one can't be careful enough when dealing with auction houses. It's better to have a loading company assemble it for you, because you want to enjoy it for a long time, and I would consider the extra cost worthwhile. You can find suitable companies by searching on Google; advertising is not done.

TDI-NAXTEX wrote:

Depending on your preference, there are various combination options, but in the area of diesel tuning, the 22mm intake side with a 17mm exhaust side has become established.

Hi!

What is the maximum pressure (continuous) that it can handle?
And how much can the surge in pressure be?

Hi, Jockel

so, I've now done some more research on the topic, and there's still a lot of information missing that I need to put things in place correctly.
First, do you have any information or sources where I can best obtain the Garrett GT series explosion drawings with component part numbers and performance diagrams (volume flow diagrams), even though "Honeywell" doesn't have any information?
As mentioned, the target is approximately 190-200 hp. I think the boost pressure required for this performance will be between 1.6 and 1.9 bar. The stock turbocharger won't be able to handle this for long, that's just a fact, no matter what the tuning shops claim...
The question remains which charging combinations are well-suited for the ARL.
On the exhaust side, there will definitely be a GT1749VB (038253016G, Garrett 721021-0005). For the compressor side, I would use the GT2052V (059145701S, Garrett 454135-0010) or even the GT2260V (unfortunately, I can't find anything about the turbocharger, it was used in the BMW 330d, but I don't know if it was also used in VW or Audi). There are also many models of the GT2052V, but what are they different and which one is best suited for my project (in terms of connection and response/maximum holding pressure)? Do all GT2 compressors fit the shaft of the GT17VB turbocharger? "The oil drain and fill are on the "exhaust side" and should not cause any problems."
Many questions, hope you can help...

@Zak1976: Does the compressor wheel fit on the shaft of the GT17VB charger for all GT20s?

Okay, so with replacing and installing the compressor wheel, it doesn't run smoothly - at least not for long; after the conversion, you need to balance (the compressor), otherwise you won't have much fun with it

Mfg Nebelwerfer

yes, that's clear. I've also already found a reputable company that handles the balancing. My main goal is to find out what's possible and, in combination, determine the optimal solution.
Two more questions,
gibt es einen Abgaskrümmer der an den ARL Passt und auf den der GT2052V (evtl. was von Audi) passt? Wie stark wäre das Turboloch/Ansprechverhalten. Is there also the GT2052V with the "clamp connection" (as original with the ARL)?

The GT2052V should have a flange connection. The shaft of the GT17 can accommodate the compressor wheel of the GT20. That's good. Does the ARL have straight threaded connections on the manifold? Then a GT17 with a modified manifold combined with a GT20 should fit. However, this information is provided without warranty.

yes, the ARL has the straight flanges on the exhaust manifold. Which GT2052 has the clamp connection (compressor outlet!!!)? The turbos that I saw at the auction house, for example, have a "hose connection" and the compressor outlet comes out slightly bent. Would you happen to have a part number?

Is it possible that my memory is failing me regarding the flange connection? However, you can also convert the flange connection to a hose connection. You just need to remove the metal plate. Manuel had an instruction for this conversion (VNT15 to GT17), which is well described there. Okay, hier ist die Übersetzung:

Then you can also use it.

Hi!

Jockel wrote:

Depending on your preference, there are various combination options, but in the area of diesel tuning, the 22mm intake side with a 17mm exhaust side has become established. TDI-NAXTEX wrote: Hi! What is the maximum pressure (continuous) that it can handle? And how much can the surge in pressure be? Hi, Jockel

Does anyone know?

Hi, Jockel

TDI-NAXTEX wrote:

Depending on your preference, there are various combination options, but in the area of diesel tuning, the 22mm intake side with a 17mm exhaust side has become established.

. . . however, there is no "17mm exhaust side"
For example, the GT1749VB has a measurably larger turbine outlet than the GT1749VA (at least the version without the manifold).
Therefore, different results may arise depending on whether one uses a VA or VB as the basis.

I don't believe that hybrid chargers are the "Eureka!" moment: because then, the "DIY solutions" would have already been mass-produced by charger manufacturers to combine minimal turbo loss, the best efficiency and high potential for both holding pressure and mass current.

What is the justification for hybrid chargers, therefore, überhaupt?
The only thing I can imagine is filling specific performance niches that are not covered by mass-produced standard products. . . . for example, something roughly in the middle between the GT1749VB and the GT2052, while still maintaining an even larger turbocharger than the GT1749VB already has?

Or can hybrid chargers really be better than mass-produced parts