Best TDI Turbo

[VanagonLand]

Question... Don't mean to HiJack just thought I'd ask as it's a similar question of O.P.

What Turbo upgrade would you guys recommend for a 1.9 AHU ?

I'm also looking to have a mechanical fuel pump built so looking for the Best Turbo Upgrade with the mechanical fuel pump combination.

Not looking for a rocket just a dependable good running that gets decent fuel mileage.

So who builds these type fuel pumps?
Along with what turbo upgrade any suggestions

Thanks

[ironturtle]

FWIW, I run my 17/22 up to 1650F on long pulls at or exceeding 10,000 ft. 100,000+ miles on this turbine too. *knocks wood*

I put on the 17/22 when the stock 15 failed leaving a parking lot, and I was lucky to not hydrolock.

This is in a heavily tuned 03 Jetta, but turbos are turbos and my ALH has been a donor for the Vanagon in the back of my mind for a while
_________________
1985 RWD Westfalia, brown with flowers, 2.1 transplant, 4 speed.

[tclark]

Interesting thread
Has anyone besides KarlM used a gt2052 in a vanagon
http://www.thesamba.com/vw/forum/viewtopic.php?t=616878&
Its quite popular on the tdiforms in the passenger cars
very inexpensive upgrade compared to converting ahu to vnt
moves more air compared to the k03/k04 hybird wastegate

I was curious how much of a lag and how much of a drop in egt's
any vanagon user saw compared to the k03 when used on the west coast style mountains
_________________
89 Westy with TDI AHU 1.9 manual lots of mods
85 GL 1.9, auto (for sold)

[greebly]

Now what you are inferring would be rare as hen's teeth. The N75 is at 80% duty cycle at onset ( on most of the time allowing maximum vacuum to the vane actuator) vacuum is decreased when the charge pressure sensor indicates that the boost is at what the engine map calls for. The N75 default position is closed. So you discovered an N75 valve that failed against the spring and was stuck in the open position allowing maximum vacuum to the actuator? I have seen some N75 failures, by far most of them with the waste gated turbo due to oil contamination from the boost line feeding the valve. That does not happen with the VNT with a clean vacuum supply unless someone removed the vent line from the filter and sucked up debris and moisture. Most N75 failures that I have seen or heard of with VNT turbos were electrical failures of the solenoid, not sticking valves and the rare ones that were stuck generally produced an under boost condition. Of course on the waste gated turbo which defaults to a closed waste gate a sticking N75 failure would lead to an over-boost situation. All over-boost conditions I have ever seen or heard of with the VNT was due to stuck vanes.

[jackbombay]

[greebly]

[jackbombay]

[tjet]

Thanks for the link. I have 2 TDI's: an 02 Jetta w/auto (290k) & an 03 Golf w5-spd (220k). Both have been very reliable & all stock. I bought the Jetta about 10 years ago (I wanted a 5 speed but couldnt find one). The Golf I bought 5 yrs ago. I really wanted an 03 (last year of the ALH) & a 5 speed manual. These cars were banned in the northeast for a few years. When they come up for sale, they sell fast.
The only major failure I had was the auto trans on the Jetta. As for the engines, I've replaced both MAF sensors for overboost issues. The jetta did need a new vnt actuator & an "N75". Both go thru glow plugs about every 18 months (check eng light on my Golf right now)

I only use M1 TDT syn oil, which I replace between 9-10 k miles with OEM oil filters. I had the intakes cleaned on the last TB change - Intake was about 60% plugged at 230k. I drive the Jetta 100 miles daily. I am planning on a new turbo on my next TB change at 330k (going to get the 17) - I already have a PD150 intake for it.

By far the best mod I've done was to replace the failed auto trans in my Jetta with a Euro only manual 6-speed kit. My MPG avg's now at 50 (was around 40). It was an expensive mod tho - around $5k

I would drop an ALH into my Syncro as long as the gearing change wasn't so $$$$. I would also do the M-TDI mod at the same time. The driving RPM range on these engines is between 1800-2500. I shift at 3k & rarely go past 3100 rpm. My cruise RPM is 2300 rpm at 75 mph =50 mpg

Small issues on both engines: they never warm up until you drive it. The diesel fuel in my Jetta froze up last week - but it was my fault (see link)
Also, I do jockey the throttle daily on my was home to "work" the actuator before I shut it down.

http://www.thesamba.com/vw/forum/viewtopic.php?t=618616&highlight=

Here is the 6 spped kit I used. IMO the only way to justify the expense is if you have a failed auto. I almost traded it in for a new TDI before I decided on the kit. At the time (2 years ago) All new TDI's were tax free in CT

http://forums.tdiclub.com/showthread.php?t=373687

[greebly]

Jack, You keep using the term " it's not common" well I never stated that it was, asking how many Vanagons that have had TDI failures as if it would be a significant data point is facetious. I am positive that the number of Vanagons with TDI engines vs any other platform with that engine and turbo would be statistically insignificant. What does Suburu failures have to do with the best turbo for a TDI on a Vanagon? The VNT spools quicker. It also spins faster. Those two items are desirable for performance, at the expense of reliability. I have seen in the past any thread that asks for the opinion of "TDI gurus" attracts certain people which I admit are knowledgeable and have experience with Vanagon TDI conversions but often on forums people will argue their point to justify their choices. I do not have a TDI in my Vanagon and do not feel the need to expound on how much TDI experience I have. I am sorry if my opinion made you feel insecure . One final Caveat to the OP, if you decide on a VNT be careful where you purchase it. Quite a few people have bought hybrid vnt's that were not balanced properly that self destructed, some within 30 miles of installation. There was a 40 page thread of people coming forward on the TDI club who had kept quiet about it until one frustrated person decided to post about the vendor and his supplier. If you do decide on a VNT I would recommend a factory new stock unit.
*edit* I doubt I would stick my finger on a hot turbo to try and actuate the vanes The minivac verifies that the actuator is functioning, you can also gauge at what point the vanes move and if they are now actuating properly at an appropriate level of vacuum. Also you can assure that the actuation is consistent. It is obviously the appropriate tool if you are going into limp mode without an N75 error.

[jackbombay]

[jstar89crx]

[jackbombay]

[jackbombay]

[luVWagn]

[tjet]

[big swifty]

My VNT17 was long in the tooth. Replaced it with an S7 from Kerma and I think it outperforms the VNT17 when it was new. I have other mods as well (see sig).
_________________
Evan
1987 Vanagon Syncro // Westfalia pop-top graft // Factory new ALH. 11mm IP. AFN 110 RC 2,3,4 // S7 turbo// Titan P502's
2013 Golf 4d TDI. No mods. Yet.
1991 Jetta coupe TD. Giles Superpump. SOLD

[greebly]

I stated that the wastegated turbo is more reliable. I also stated that VNT turbo vanes can coke up and stick and that the surge line on the compressor map for the VNT is such that it is very easy to operate in a surge condition especially at altitude, be it from a defective tune, coked up vanes or a barometric sensor that fails to transition properly within the ecu. I won't argue the point further with anecdotes about what elevation you drive at regularly. Of course there are plenty of VNT equipped TDIs that operate at all sorts of condition without problems. As far as manifolds clogging up, it has nothing to do with the turbo and I have never seen a clogged manifold grenade an engine, they simply lose a lot of power.

[hans j]

My TDI has been to 10,800 feet and survived just fine.

I've seen very few coked turbos, mostly intake manifolds and seizing wastegate actuators or holes in the diaphragms. I've seen several VNT turbos just plain blown up too. But realistically, very few issues. I've been working on them for about 14 years now at 4500 feet above sea level, and what you are describing isn't very common.
_________________
1986 Canadian Syncro Westy TDI - 1989 Syncro Single Cab - 2001 Audi S4 - 1981 VW Caddy ABA - 1980 VW Caddy EV - 1973 VW T-181

[greebly]

Jack you have outside experience other than yourself?
I have seen vanes coked on at least 10 TDIs . Used a minivac to exercise the vanes to keep them from throwing codes and going into limp mode for awhile. The situation I described at 3000 ft actually occurred. I have gotten reports from more than one of hydrolocked TDIs with toasted motors. Quite a few that were transitioning from lower elevations to higher elevations. Surprisingly I have never heard of a 98 or older (wastegated turbo) TDI hydrolocking. Generally the turbos just plain wear out. It's hard to put a properly sized wastegated turbo into the surge line on the compressor map.

[jackbombay]