Problems after renovation...

Okay, here's the translation:

'I've now modified my Golf 3 TDI. Here's what I did: I replaced the original 1Z engine with an AFN engine, and I've done the following tuning: I installed a turbocharger from a 150 hp PD Golf 4 ARL engine, and I'm using 0.216 injectors from a 5-cylinder engine!' Okay, I put everything together today and got it running, and everything seems to be working fine!

Okay, so I went for a ride, and now, here's the thing...

Due to space constraints, I swapped the pressure sensor from the ARL turbocharger with the one from the AFN turbocharger.

'When I drive now, I have no power below 3500 RPM, and only then does it start to accelerate and produce power!' Below 3500 RPM, it's quite sluggish, slower than an original AFN engine!

What is that due to? 'Are you trying to modify the pressure sensor's rods? If you disconnect the hose from the pressure sensor and then try to drive, nothing will work – there will be no power.'

And sometimes it also happens that while driving, it suddenly loses power, and it only starts working again after I turn it off and restart it, but as I said, only above 3500 RPM! ????

And he's also having trouble starting it! You have to crank it for about 10 seconds before it actually starts? WHAT could be the reason for that?

Thank you for your help.

Manu.

Perhaps the small canister is not strong enough to fully engage the VTG adjustment.
Or you might have adjusted the pole incorrectly.
If you apply a vacuum pressure of 600-650 mbar to the container, the adjustment on the turbo must be set to its maximum limit!
Because only when the clamping jaws are fully tightened can the full charging pressure be achieved.

I believe that if you let it idle, the 650 mbar or slightly more is due to something other than just the idle setting.

What does the error memory say?

The pressure sensor on the charger is not a pressure sensor, but a vacuum sensor, in the AFN system. Is it properly connected?
Is the VTG (Variable Turbine Geometry) set to the maximum boost pressure position when the engine is idling?

Best regards, Rainer.

Hi, so, does the diaphragm need to be fully extended when the engine is idling? I'll have to check that! I hope it's not too weak! I can only read the error codes tomorrow. I'll check to see if the rod is fully extended into the diaphragm when the engine is idling. If it's not, what then? Does that mean the diaphragm is too weak?

Best regards.

I believe there's no full boost pressure at the lower RPMs! It's strange because around 3500 RPM, there's a real surge of power, and it feels like there's full boost pressure. How is that possible? Because at that point, the linkage must be fully engaged, and if it's engaged at 3500 RPM, why not at 1500 RPM?

Hmm, something feels strange...

Hi Manu,
You've done quite a bit of remodeling... did you upgrade the engine control unit to...?
'Can I customize everything?' You haven't mentioned anything about that.

Best regards, Rudi.

I believe there is no full boost pressure at the lower RPMs! It's strange that above 3500 RPM, there's a real surge of power, and it feels like there's full boost pressure! How does that happen? Because at that point, the linkage must be fully engaged, and if it's engaged at 3500 RPM, why not at 1500 RPM?

Hmm, something feels strange...

Because the exhaust pressure is much higher at 3500 RPM. Even a mid-level position at VTG is sufficient!

Regards,

Manuel.

Hi,

The behavior reminds me strongly of the incident when a badger gnawed through the hose connected to my VTG (Variable Torque Generator) unit. The VTG (variable turbine geometry) remains in its base position, and only extremely high exhaust gas pressure generates even a minimal amount of boost pressure.