Breaking in a new turbo?

Hi everyone...

I may be an expert in the field... but there are things that no one knows.

Okay, so I have a new turbo installed... The turbo boost wasn't quite right; it came on too late during acceleration.

Okay, I've been driving for about 2000 km now, and I've noticed that my car is running much better than it was before!

Could it be that a turbocharger needs some time to reach its full boost pressure?

or am I just imagining it ?

Best regards,
Michael.

Unfortunately, I don't know either, but I can't imagine it. Since the settings would be adjusted anew, the adjustment would be pointless. It's possible that the VTG mechanism operates more smoothly and therefore reacts more quickly. Or are you talking about a waste of time?

Hi Tom,

Michael has a boxed 1Z and that makes him a waste. (as can be seen in his spectacular ripped photos ).

I also feel sick every time I have to go back from the Leon ASV to my Golf.
Only outside the city, when the engine speed and turbo boost are already high, I prefer to drive a Golf .

m;

Sorry!!

Then it must be due to the storage conditions. If it generates a larger "resistance" when it's new... that should also be transferable to the VTG system, and there's an adjustment setting for that. I find it hard to imagine...

It's probably more likely to be a side effect, for example, the exhaust/catalytic converter might have become clear after the turbocharger started working correctly again.

Hello.

I can confirm that as well. At 71,000 km, VW also replaced my turbocharger. It took about 2-3 thousand kilometers for the engine to run as well as it did with the old charger.
I also think the resistance in the loader is due to the pressure from the container.

I'm familiar with that from large diesel engines in tractors. The new loaders were initially running a bit "rough."


Best regards, Charly.

charlyfirpo wrote:

Hello. I can confirm that as well. At 71,000 km, VW also replaced my turbocharger. It took about 2-3 thousand kilometers for the engine to run as well as it did with the old charger. I also think the resistance in the loader is due to the pressure from the container. I'm familiar with that from large diesel engines in tractors. The new loaders were initially running a bit "rough." Best regards, Charly

Hello,

I also encountered similar problems when I was rebuilding my turbocharger and adjusting the boost pressure.
The engine control units detect the aging of the mass airflow sensor by comparing the desired and actual mass airflow curves under full boost pressure. So, if you have a new loader, the response might be different in the lower and upper RPM ranges, and it might take a while for you to get used to it.

To break in the loader:
I once had the opportunity to disassemble a new KKK turbocharger. The brass bushing in the bearing had a clearance of 3/100mm relative to the shaft of the compressor wheel, and the same clearance relative to the outer engine block. Due to the oil pressure, this brass bushing floats internally and externally on an oil film, so there should be no contact between the materials. This is also the reason why the turbochargers sometimes have a certain amount of play, which disappears when oil pressure is applied. With a bearing clearance of 3/100mm, the total clearance over the double stroke of the two turbines (the bearing accounts for about 1/3 of the shaft/axle length) results in a normal clearance of over 2/10mm. Therefore, a break-in period is unnecessary. As I mentioned, the electronics are the key issue.

Best regards,
Aron

Aron wrote:

I also encountered similar problems when I was rebuilding my turbocharger and adjusting the boost pressure. The engine control units detect the aging of the mass airflow sensor by comparing the desired and actual mass airflow curves under full boost pressure. So, if you have a new loader, the response might be different in the lower and upper RPM ranges, and it might take a while for you to get used to it.

This does not apply to VAG engines.
I haven't noticed anything like that with my new one either.

Hi,

Quote:

I also think that the resistance in the loader is due to the friction within the bearing.

Are the rotor shafts not hydrodynamically lubricated? There is no contact between the wave and the housing.

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

"Micha"

I absolutely cannot imagine that anything will change, and if it does, you'll need to get the next new loader. As my predecessor mentioned, the wave is "surfing" beautifully within an oil film that surrounds it.
It can really only be due to side effects. Of course, you shouldn't demand the maximum load pressure immediately after installation, but 2,000 kilometers of break-in period? How so?
So, after the second trip, just drive normally like before. Does the beast then survive, was it scrap from eBay or natural selection ?

My brother-in-law works in loader development. According to his statement, a charger cannot be 'broken in' in the same way as an engine.

'Simply use it reasonably' were his words .