Going in this side of the turbo, the exhaust gasses spin the compressor on their way through, before exiting out the exhaust wheel and down the downpipe. On a turbo car, the same thing happens, but the collector joins with the hot side of the turbo.
The exhaust manifold of a normally aspirated car runs its piping down to a collector, where these pipes join into one and become the exhaust. A turbo looks like it's one solid piece, but it has many parts a turbine in the middle is connected to both the compressor (cold) and exhaust (hot) sides. Now, to understand how a turbocharger works, we also need to understand how it is constructed. If your goal is 300 horsepower with a 2.0-liter engine, then adding a turbo would make the achievement of that figure far easier and therefore more economical. Basically, a turbocharger is a device whose sole purpose is to make an engine produce more power with less fuel and fewer cylinders than would otherwise be necessary. As a result, you need to rev the engine less to accelerate and thus ultimately burn less fuel. While this seems counterintuitive, the truth is that the car is able to produce more power while doing less work. With more air, the more fuel you can add. The denser the air in the engine is, the more oxygen is in the combustion chamber. With the turbocharger compressing the air in the engine so much, less fuel is needed for the engine to produce power. Second to that, it can also improve fuel economy, but this usually a by-product of the increased low-end torque that typically characterizes a turbocharged engine. The most obvious benefit to a turbocharger is that it increases power. You need your boost gauge set-up properly to see how it functions.Before we discuss how a turbocharger works, we need to understand why it is useful. All controlled by the ECU based on a number of parameters. example: Revving the engine will produce not more than maybe 1 psi of boost! But, the instant you let the clutch out and press the go pedal, the Turbo begins doing it's thing. the ECU and N75 do their thing based on load of the engine! It takes load for the Turbo to function. However, at idle, I can hear most VNT 15s whistling! The whistle sound is fairly distinct on my ALH Vanagon as the exhaust system is quite short.īack to the Actuator. I have no idea what it sounds like for a turbo to "spool-up" as my hearing is not so good. in fact, if you are running 70 mph and let up on the accelerator, the boost will drop to zero! The position of the Actuator stays there at idle. happens in a matter of a few seconds if everything is working fine! The Actuator arm pulls down solid against the set-screw. The instant you start the engine, vacuum builds, the ECU activates the N75, and the N75 pulls vacuum on the Actuator. I am afraid of damaging the engine by having the turbo spooled up all the way, so i've been driving it around with the actuator disconnected, and it seems to run just fine. I did notice that the check valve for the vacuum lines is not working, but i dont know how that would cause the N75 valve to open the turbo actuator all the way. I have a boost gauge, but the previous owner hooked it up to a vacuum line so i am not sure exactly how much boost its putting out. Is this supposed to happen? Why is it boosting all the way at idle? I don't know how these are supposed to work, because i've never had a working one. The turbo now works and spools up and down by applying vacuum to the actuator, but as soon as i hook up the vacuum line to the N75 valve the turbo spools up all the way. I also checked all the vacuum lines to be sure they were correctly routed, and re sealed the injector pump. I rebuilt the turbo, replaced the actuator, cleaned the intake manifold, and replaced the N75 valve. I recently bought a 2002 Jetta and immediately began having an overboost code.Īfter some research and troubleshooting I found that the turbo vanes were siezed up, and the actuator was bad. Hello all, I am new to VW, new to diesels, and new to the forum.
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