Wastegate Turbocharger Connection: 1Z/AHU & More

Please take a look at these three pictures.

I found this statement by dieselmartin that seems to match my image, BUT in Ulf's technical article, the graphic for the wastegate turbocharger looks different. The colored image matches my black and white graphic. Which one is correct?

dieselmarin ANALOG to my image:

N75 Black - LOCATION: Underside / on the air filter housing or on the thick plastic pipe leading to the turbo.

Connect the red wire to the turbocharger / connect the other side to the TOP of the N75 valve.

Blue wire to the wastegate / connect the other side SIDEWAYS to the N75 valve.


P.S.: I assume that Ulf has made a mistake .

Okay, I'm ready. Please provide the German text you want me to translate into English. Just paste it here, and I will give you the translation.

In the book "Now I'll do it myself," there's a mention that there were TWO different types of connectors.
I can check my pictures of cleaning the exhaust manifold or looking at the golf club if there's a need.

Where exactly do you see the contradiction?
The direction of flow shouldn't actually matter; you just shouldn't "reverse the phase."


Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

I don't see any contradiction; I just encountered one of those frustrating situations again.
1Z T3 conversion that I need to fix.

And it's throwing out a "00575 intake manifold pressure control differential" error. I've replaced all the rubber hoses (they looked like Dresden in 1945, including the ones inside the engine compartment ), and I think that the previous owners (quote: "it never worked properly..." ) simply connected everything backward, meaning they swapped the boost pressure and atmospheric pressure connections.

That would explain why the car occasionally goes into limp mode. The charger is supposedly only 2 years old, so I think the wastegate is probably okay, and the boost pressure is also being achieved (according to the logs).

Yesterday, I wasn't sure, so I looked it up and just discovered the contradiction.

"@Dieselmartin: It would be extremely helpful if you could take a closer look at your pictures. The 1Z is from a Golf III, manufactured up to 1994/1995, because it has an external height sensor."
Does the "Jetzt mach ich's mir selbst" book include a template or guide for that?

I can provide images and live tracking data for a G3 Var. manufactured in December 1995 (model year 1996).

I browsed through some pictures tonight.

Live-Debugging of Golf III is urgently requested, esteemed sir. --> THANK YOU THANK YOU!

Initial successes:

The red line connects to the compressor outlet.
blue to the pressure sensor.
Therefore, "schwarz" is currently an ATM.

Don't be surprised, it IS a 1Z .

Hmm, unfortunately, I can't access the black line!

Damn.

I got rid of that "do-it-yourself" attitude when I sold the Volkswagen Golf.

Hi,
In my documentation, the connection for the N75 valve is shown differently depending on the type of control unit, but both are different from the image in your catalog.
"By 'above,' we mean the side with the two connectors."
The side connection (labeled "top") always connects to the pressure chamber.
For MSG 8A0 907..., the upper hose connects to the air filter, while the lower hose connects to the charger (supercharger).
For MSG 028 906..., the "upper" hose connects to the suction line, while the lower hose connects to the pressure port on the charger. That's how it's installed in my setup.
hg
Herbert.

"Edit: The image for my machine in the catalog (VAG Cat Board) is incorrect. Hoses 18 and 19 need to be swapped."

Thank you, Herbert! Well, that's a fine mess.

What does this imply in reverse? This means that the default valve position must be different depending on the control unit, otherwise the whole system wouldn't work.

Hmm, it seems that Ulf was actually right all along .

Okay.

I had the 028 906 021 AF (?) (MSA12) and a "modified" MSA15.
I never modified the N75, and based on my picture, I would say:

red - compressor - N75 valve (top)
blue - pressure sensor - N75 page.
black - ATM - N75 valve (bottom)

The device was pulled with 1.1 bar and the appropriate amount of .

Sure, here's the translation:

"Take a look:"
/viewtopic.php?t=5218&highlight=n75+rattling

I'm currently looking for this particular image of mine.
http://www.google.de/imgres?imgurl=http://people.freenet.de/golf-schrauber/Magnetventil.jpg&imgrefurl=/viewtopic.php%3Ft%3D3431&usg=__0XpTSH3zlnGBBxmt9xg50oWhN7o=&h=404&w=539&sz=62&hl=de&start=1&zoom=1&um=1&itbs=1&tbnid=jubLqYzNnlxW3M:&tbnh=99&tbnw=132&prev=/images%3Fq%3Dmagnetventil%2B1z%26um%3D1%26hl%3Dde%26client%3Dfirefox-a%26sa%3DN%26rls%3Dorg.mozilla:en-US:official%26tbs%3Disch:1

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

Hi Martin,
I still have it, and I specifically checked yesterday.
But it's very easy to check:
- N75 valve with no voltage applied (unplugged): Continuity detected between the turbocharger and the pressure sensor!
hg
Herbert.

Sure, it should be fail-safe.
Then the pressure gauge will read 0.6 bar.

Otherwise, after the power outage, the turbo is also gone .

Now some light is being shed on the dark corners of this theory... I'll investigate and report back to you!