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Good evening.

My basic idea is to ventilate the patient with an artificial nasal ventilation system using a pressure-controlled mode.
I was considering a GT1749VA and a GT2260V.
Is it even feasible with 2 VTG chargers? I've already searched the internet extensively and tried a lot of things, but I haven't really found much that's useful to me regarding the double VTG issue.

If it were possible to work with two boost pressure maps simultaneously, I believe the system would be relatively easy to control.


The BMW 123d and 335d also utilize a similar type of forced induction. They don't have VTG chargers.


I'm very interested in this topic and would like to hear some opinions about it.
Especially from the software specialists regarding the two key fields.

I would like to request that you do not include any unnecessary comments. It's just an idea, you know.


Regards,
Sven.

Okay, that's not a completely unnecessary comment.

VTG chargers are a development that allows for the quick response of a small compressor and the high holding pressure of a large compressor to be combined in a single component. If you have both a small and a large loader, then having twice the VTG (vertical transport gauge) doesn't really make much sense.

Hello Sven,
I know a system with double VTG. It seems the developers didn't quite understand that.
What a VTG loader is / can do... anyway.

Your problem will be that the relevant control units do not support dual VTG.
and consequently, there is no software installed that could control it.
The only possible solution would be to develop a custom state machine (STG) that controls the charging process.
and to program the MSTG as if it were a charger with the corresponding properties.

Best regards, Micha.

Hello Sven.

How about a fixed charger from the 1Z series and the GT2260V? This should mean that the software aspect is no longer an insurmountable problem.

I have a new, rigid battery charger available for sale, originally from an Audi A3.

One option would be to install a second AFN control unit that runs in parallel with the original one and only manages the GT22. This is certainly complex, but cheaper than developing a completely new control unit. However, the question then arises whether this would work with the ESP, as two control units would suddenly be connected. If necessary, a second ESP (Electrostatic Precipitator) could also be installed, which would simply move the flow control valve and regulating slide valves.

With just one AFN-STG, forget about it! It's not designed for that, neither in terms of software nor hardware. You could potentially create software for it, sure. But you don't even have any connections to connect another pressure sensor to the STG. The programmers, including you, Rainer, are not working on that.

The 1Z charger is definitely something worth considering.
Since it's pressure-controlled, you could theoretically control it directly with the boost pressure, right?

Sure, here's the translation:

"MFG" is an abbreviation for "Mit freundlichen Grüßen," which translates to "Sincerely" or "Best regards" in English.

35i-299 wrote:

The thing about the 1Z charger is definitely something to consider. Since it's pressure-controlled, you could theoretically control it directly with the boost pressure, right? MFG

I believe that the 1Z turbocharger will not perform any better in an AFN engine than a GT22V turbocharger.
The purpose of using a pre-compressor isn't to make a mediocre turbocharger slightly better, but rather to have a very small turbocharger that provides boost almost from idle (in this case, likely a 3L Lupo VTG turbocharger), followed by a massive turbocharger that can effortlessly deliver a lot of boost even at high RPMs.
If I had an Audi, I would probably install a GT17/GT22 hybrid turbocharger.
That should be enough to reach 220 horsepower.
Or I could buy a BMW 123D (which I would never do ), and save myself the trouble.

Quote:

I believe that the 1Z turbocharger in an AFN engine will not perform any better than a GT22V turbocharger in an AFN engine.

I wouldn't sign off on that. I also had the opportunity to drive a Passat (AFN) alongside an A4 or Audi 80 (at least a 1Z model), and I was surprised by how quickly the 1Z responded. It almost had the characteristics of a naturally aspirated engine, unlike the turbocharged commemorative moment of my AFN.

Quote:

Since it's pressure-controlled, you could actually control it directly with the boost pressure, right?

That was my thought. This can also be controlled/regulated using a controller, without putting a strain on the AFN system. However, finding a viable solution will require a significant amount of thought and effort.

Have you ever considered combining a G-charger with a GT2052V, etc., if you're already going for an extreme setup?
At the bottom, you have the G-charger or the Roots supercharger from the TSI engine, and at the top, you have the VTG turbocharger.

That would then be a way to compensate for the poor responsiveness of an oversized VTG (Variable Turbine Geometry) turbocharger.

In parallel with the mechanical supercharger, a check valve (spring-loaded) opens a bypass channel when the turbocharger provides more boost than the G- or Roots-type supercharger.

- simple
- feasible
- adjustable via the engine control unit (ECU).
- "cheap"

Could the EGR valve not be reprogrammed?

Held467 wrote:

Wouldn't it be possible to reprogram the EGR valve?

It's a mixed bag, but overall, the AFN probably isn't the right foundation for such a project.

Because AFNs haven't really lasted permanently for such high performance levels even 6 years ago, and 6 years later, they won't do so either.

Best regards, Rainer.

Hello fellow diesel enthusiasts.

Why not a charger with an integrated electric motor for better responsiveness?
Years ago, it seemed like these were about to be released.
And now?

Best regards, Chrigu.

Doesn't the new Spinter have a register-based loader? One could look for input there, couldn't one?

Held467 wrote:

Wouldn't it be possible to reprogram the EGR valve?

That's a good idea, a really good one! I could have figured that out myself.

TDI-GTI-4-Motion wrote:

Held467 wrote: Couldn't the EGR valve be reprogrammed? That's a good idea, a really good one! I could have figured that out myself.

Yes, I also think that's a very good idea...

Which compressor should you use?
The G60? The Roots supercharger from the TSI engine? Or one from the accessory shop?

Best regards.
Sven.