VNT15 Turbo Installation on AFN Engine

Hi there,

Unfortunately, I will probably have to remove the turbo this weekend because there's a leak between the exhaust manifold and the turbo. Sadly, neither the repair manual nor the spare parts catalog provides any information on how the turbo is attached.
I suspect there is 1 stud bolt (M8 size) in the turbocharger and 2 stud bolts (M8 size) in the exhaust manifold. Is that correct?

Are there any other tips or things I should definitely have or be aware of?
"This whole thing is completely messed up, and my workshop is 80 km away, so it's always a hassle to forget anything."


Thank you and best regards,
Sure, here is the translation of the text from German to English:

"Dieter"

I suspect there is 1 stud M8 in the turbo and 2 studs M8 in the manifold; is that correct?


They should be three hexagonal socket set screws (M8 size); they are usually replaced with new ones.

I will probably have to remove the turbo this weekend, as there is a leak between the exhaust manifold and the turbo.

Do you have any sealant paste, or an asbestos/asbestos substitute sheet that you could use to carve a gasket out of? You won't find anything like that at Volkswagen; they usually only use flat surfaces for sealing.

Are there any other tips on what I absolutely should have or be aware of?


If you already have it out, you can check if the vertical travel guide (VTG) is still moving smoothly and can be adjusted without any sticking or jamming.

Furthermore: Make sure to maintain ABSOLUTE CLEANLINESS when the oil flows to the turbocharger, otherwise you will need a new .

Once you have everything back together, disconnect the plug from the fuel injector, and start the engine for a few seconds to allow oil to reach the turbocharger (filling the line) so that the turbo doesn't spin up dry. Then reconnect the plug and start the engine normally. The error memory should then be cleared (which ADAC, ÖAMTC, ARBÖ, etc. – basically all roadside assistance services can do). Otherwise, it might go into emergency mode (mine does, at least). Or you can take it to a mechanic to have the error memory cleared.

Best regards, Nebelwerfer.

Quote:

They should be 3 pieces of M8 hexagonal set screws;

.

Should?

Has anyone ever actually had one of these in their hands before?

Okay, so the 1Z and AHU engines have screws. The AFN engine should also fall within those production years...

On the other hand, the GT1749VA from the 2002 AWX has a stud bolt system; Unfortunately, I don't have any AKTE documentation, otherwise I could tell you exactly. But you can find one at an auction house and determine how it is attached based on the pictures .

Hello,
As "Nebelwerfer" writes, the AFN has...
3 screws M8x46, part number 028 145 800, for attaching the ATL to the manifold.

Why is it a VNT15 instead? Shouldn't it be a GT17 028 145 702T?

Regards,
snowy

Okay, so again,

According to the repair manual, these are stud bolts.
According to the electronic spare parts catalog from VAG, it's either 2 screws and one nut, or 3 screws and one nut.
Based on the only image I've found so far, it is at least a set screw.

And that's why I asked about experiences. The engine is an AFN model from February 1997, originally from a Golf III.

Greetings,
Sure, here is the translation of the text from German to English:

"Dieter"

the AFN has, as Nebelwerfer already writes,
3 screws M8x46, part number 028 145 800, for attaching the ATL to the manifold.


I'm not so sure about that anymore... it's probably a combination of both.

Just like the 5 (or were there 7?!) different injection pumps on the AAZ .

Okay, to give this all a bit more meaning, here's a small addition.

The flange is triangular and has three studs, two in the exhaust manifold and one in the turbocharger. All of them can be replaced with bolts.

The initial failure was a corroded strut support arm. The second one likely failed due to fatigue cracking. Then, one of the three mounting bolts broke.
The turbo was only held on by two bolts.

The turbo is completely rusted, the actuation rod of the variable turbine geometry (VTG) was already starting to disintegrate, and the retaining ring was missing, but the adjustment works perfectly. The lever moves from one end to the other almost on its own. Therefore, I haven't had any regulation problems so far, despite the small pressure sensor.

Greetings,
Sure, here is the translation of the text from German to English:

"Dieter"