Turbo AFM vs. AFN: Engine Performance Differences

Hello there.

After reading for hours, I finally registered here because this is really... (the sentence is incomplete).
Here's the Duftes board!
I've learned a lot here, (hopefully)!

Sure, here's the translation:

'Give me a brief introduction.'
My name is Breidy, I am 37 years old, and I have two children.

My car is a 1997 Volkswagen Golf 3 TDI Variant with the AFN engine; it was a new vehicle after being used for 3 years.
It was almost totaled, then it sat for 3 years. It's been back in operation for about 4 months now, but next week it's finally going to the paint shop!

My problem was, or still is, that it makes a noise in the fourth gear at approximately 3000 RPM.
and/or in 5th gear at approximately 2400 RPM, the turbocharger kicks out and the car goes into limp mode!

Okay, I had the diagnostic tool read the car's memory at the workshop, but it showed nothing stored there!
The diagnostic test revealed that the vehicle has insufficient turbocharger boost pressure.

According to the workshop, it's either the magnetic valve for the turbocharger boost pressure or the turbocharger itself.
Sure, here's the translation:

'self!!!'

It's not the LMM (Large Language Model), it's a new one, and I've also tested two other models!

The solenoid valve was crushed in the accident and is also new!

So, turbo or not turbo?

Based on what I've read here, I'll double-check all the boost pressure hoses and the strut tomorrow!

However, I've also mentally prepared myself for the fact that I might need a new turbocharger.
Must buy!!!

Okay, here's a question for all you experts.
My Golf AFN turbo has the part number...
028 145 702 D
At AFN, there are also other options like E, P, S, H,, etc.

Where are the differences exactly?What is different compared to 'D'?

Can I also install one of the others, because it's currently difficult to find a cheap one, for example, at 3.2.1.meins? D

Here, somewhere in a tutorial, it stated that you can swap the boost pressure valve with the exhaust gas recirculation (EGR) valve for testing purposes. Does this work on mine too?

If I want to install a larger turbocharger, which one would you recommend, and where can I find it with the fewest problems?

Thank you for all the possible answers!

Best regards,
Breidy.

'P.S.: Spelling mistakes are intentional and serve for general amusement!!!!'

Breidy wrote:

My problem was, or still is, that he exhibits it in the 4th gear at approximately 3000 RPM. and/or in 5th gear at approximately 2400 RPM, the turbocharger kicks out and the car goes into limp mode! Okay, I had the diagnostic system read the car's memory at the workshop, but it showed nothing was stored there! The diagnostic test showed that he has low boost pressure!!!

Please check all the hoses of the turbocharger pneumatic system and also the thin pressure hose from the intake manifold to the engine computer .
If it has come loose or is broken, it can cause similar symptoms (I once had a G3 AFN myself).

This is the hose that Ulf is referring to.

http://people.freenet.de/golf-schrauber/LDAnschluss.jpg

Just so that no questions arise .

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

dieselmartin wrote:

This is the hose that Ulf is referring to: http://people.freenet.de/golf-schrauber/LDAnschluss.jpg Just so that no questions arise

.
...and the only difference is that it's connected to a different intake manifold on the AFN engine.
Approximately where the oil change (?) note is hanging on the coolant reservoir in Marin's photo .

Hello.

Thank you all for your help!

Today, I did the following: First, I checked the hose that Ulf mentioned; it's fine and leak-proof. Then, I inspected all the vacuum hoses from...
Solenoid valves in all directions , except for the connection to the vacuum reservoir .
I haven't found the aforementioned storage compartment yet; the hose goes inside the fender.

Question: Is the reservoir located under the fender, or does the hose continue further?

The sliding mechanism of the VTG is loose when I suck on it with my mouth!

I would now like to test the solenoid valves. Question about that:

When using the EGR valve for testing, should I connect the other one (is that the LDR? I think that's what it's called) in place of the EGR, or should I bypass the EGR and seal off the hoses?

Edit: So, being as brave as I am, I've now replaced the magnetic valves, and the result is that everything is the same as before, except that it cuts off the turbo about 200 RPM earlier!
So, I guess I don't have much choice left but to replace the turbocharger, and that leads me to the following question:

The question of whether I can use a different turbo index than the one with 'D' is still something I'm interested in!

Thank you very much!

Best regards,
Breidy.

''P.S.: Spelling mistakes are intentional and serve to provide general amusement!''

Breidy wrote:

Question: Is the reservoir located under the fender, or does the hose continue further?

In the G3 Limo, it is located in the fender.
You don't need to open it, but try sucking on the other end of the tube. If you can create a vacuum without feeling air flowing in, then the device is okay.

Quote:

When I use the EGR valve for testing, should I connect the other one (LDR? I think that's what it's called) as if it were an EGR, or should I leave the EGR out and seal off the hoses?

You can do it however you like.
I would definitely plug it in electrically, at the very least, to prevent error messages.

If you suspect a faulty solenoid valve, it would logically be more sensible not to activate the EGR system, so that it doesn't interfere with your work .

Thank you, Ulf. You are very helpful!

My previous response overlapped with your edit above; I have checked the solenoid valves!

You don't need to expose it: at the other end of the hose, try sucking on it. If you can create a vacuum without feeling air flowing in, the capacitor is okay.
I'll test that again tomorrow.

The question regarding the index remains, as mentioned above.

Thank you very much!

Best regards,
Breidy.

'P.S.: Spelling mistakes are intentional and serve for general amusement!'

Breidy wrote:

Edit: So, being as brave as I am, I replaced the magnetic valves, and the result is that everything is the same as before, except now it cuts off the turbo approximately 200 RPM earlier! So, I guess there's nothing left for me to do but replace the turbocharger

.
Don't be too hasty!

First of all, it would be interesting to obtain authentic data instead of just relying on any "claims" made by a workshop.

Instead of immediately jumping into the costs and effort of replacing a charger, I believe it should be possible to temporarily connect an LDA (Load Detection Adapter) and observe what happens until the system goes into emergency mode.

Okay, I'll do that.

Since I started reading here, I've already made the decision to get a Large Display Adapter (LDA)!

Let's see where I can get this thing the fastest and cheapest!

Best regards,
Breidy.

'P.S.: Spelling mistakes are intentional and serve to provide general amusement!'

Hello.

Here I am again!

I finally got an LDA that I want to install tomorrow.
It took some time because the LDA was backordered (I always seem to have bad luck).
and in the meantime, my Golf was also at the paint shop.
Now that it's shining again with its new paint job, all that's left to do is get the turbo working properly!

I've been searching for a while now, but I haven't really found what I was looking for.
where I connect the hose for the LDA.

Does that connect to the hose that Ulf already described?

dieselmartin wrote the following::
This is the hose that Ulf is referring to.

http://people.freenet.de/golf-schrauber/LDAnschluss.jpg

Just so there are no questions.

...and the only difference is that it's connected to a different intake manifold on the AFN engine.
Approximately where the oil change reminder note is hanging on the coolant reservoir in Marin's photo.



I'm not entirely sure yet where I'll mount the display in the dashboard.
I saw the article with the examples; nice ideas, but I don't think so.
It's really great how the central console is designed when you want to keep an eye on both the tachometer and the LDA at the same time!

I think I'll stick them to the board with tape for now and see how it looks.
'Get a housing for the A-pillar; it looks great!'

Thank you for your response regarding the hose connection.

Best regards,
Breidy.

'P.S.: Spelling mistakes are intentional and serve to provide general amusement!'

Breidy wrote:

I haven't really found what I was looking for. where I connect the hose for the LDA. Does that connect to the hose that Ulf already described? Quote: http://people.freenet.de/golf-schrauber/LDAnschluss.jpg ...only that it's connected to a different part of the intake manifold on the AFN engine. Approximately where the oil change (?) note is hanging on the coolant reservoir in Marin's photo

.
Yes.

Have you ever tried completely blocking the EGR valve (by installing a plate and screwing it in)? Then you can take another test drive to see if it builds up pressure. Sometimes, EGR valves stop closing properly due to contamination. Maybe that will help... Otherwise, as has already been said...

Best regards!

ulf wrote:

dieselmartin wrote: This is the hose that Ulf is referring to: http://people.freenet.de/golf-schrauber/LDAnschluss.jpg Just so that no questions arise . ...and the only difference is that it's connected to a different intake manifold on the AFN engine. Approximately where the oil change (?) note is hanging on the coolant reservoir in Marin's photo

.

Hi Ulf!

How does that work? / How is that possible?

The two long plastic tubes are the same for models 1Z and AFN (one of them has the LD temperature sensor).

How can the pressure sensor be connected there?

Does anyone have any photos?

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

Hello,


If I ever needed a new turbocharger, I would recommend the GT1749VA (part number: 038 145 702E).
I drive it myself and I'm very satisfied.
Sure, here's the translation:

'Fits without any further modifications.'
It is perfectly possible to use genuine software without any problems.

Regards,
DJ.

dieselmartin wrote:

The two long plastic tubes are the same for both 1Z and AFN models (one of them has the LD temperature sensor). How can the pressure sensor possibly be connected there?

Please see the attached file.

@ Ulf

Okay, then AKTE is saying something different than the reality .

Since the 1Z has a nipple on the intake manifold, the lower pipe cannot be identical.

I'll take a closer look at that on the 1Z.

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