VNT Turbocharger setup
Contents
Actuator rod length............................................................................................................................. 1
Actuator rod too short .................................................................................................................... 2
Actuator rod too long...................................................................................................................... 2
Stop screw ........................................................................................................................................... 3
Setting up the turbo ............................................................................................................................ 6
Stop screw ....................................................................................................................................... 6
Actuator rod .................................................................................................................................... 6
VCDS logging to confirm settings .................................................................................................... 6
When replacing a VNT turbocharger there are two key adjustments that are required to
ensure your turbocharger is operating correctly.
Actuator rod length
Stop screw
This guide is to help fellow enthusiast’s setup their reconditioned or new hybrid VNT
turbochargers fitted to the VAG TDI’s. New turbochargers purchased from a VAG dealer
should not require setup as these are preset at the factory. This guide can also be used to help
troubleshooting boost issues by showing if the actuator/vacuum system is working as
intended.
The image below shows a break down on a BMW turbocharger.
Actuator arm.
Stop screw (End stop).
VNT arm.
Actuator rod length
The actuator is connected to the VNT leaver with controls the vanes position.
VNT lever positioned against the stop screw. This is the closed position which
increases back pressure in the turbine housing.
VNT lever positions farthest away from the stop screw. This is the opened position
which reduces back pressure in the turbine housing.
As turbine flow increases, the vanes begin to open which redirects flow away from the turbine
wheel to the exhaust. This reduces back pressure which prevents too much pressure to build
causing over boost.
Actuator rod too short
An actuator rod which is too short will result in the VNT lever not being able to reach the fully open
position. This may result in too much back pressure causing over boost. This can be seen in the duty
cycle value under group 11 in VCDS.
Bosch EDC15P duty cycle limit is 95%
Bosch EDC16 duty cycle limit is 5%
At this percentage the ECU is apply maximum vacuum to the actuator.
Actuator rod too long
An actuator rod which is too long will result in the VNT lever not being able to reach the fully closed
position against the stop screw. This will result in too little back pressure causing under boost at low
RPM.
VCDS – Measure blocks group 11
This can be carried out on both the VCDS Lite demo and full VCDS.
Follow my VCDS Lite guide if you need help with the following steps.
Open the engine ECU – Measure blocks and choose group 11
Browse to a location where you want to save your log file and when your ready click start.
Now go for a drive to capture the data. Find a quiet national speed limit road. Select third
gear and slow down to 1500 RPM or there about. Using wide open throttle (WOT) accelerate
to the limiter. Once finished pull over and click Stop.
Open your saved log file and scroll down to the position you carried out WOT. Look for the
duty cycle value at 4000 RPM.
Here is a snap shot.
As you can see, at 4000 RPM the duty cycle is around 65%. The ideal value for a PD130 is
around 65-70%.
This is what it looks like in a graph.
If your duty cycle is too high, you will see some over boost. This mean the turbocharger vanes
are not opening enough to release back pressure in the turbine. You need to increase the
actuator rod length to allow move movement range of the vanes. If you see 95% (EDC15) or
5% (EDC16) then this means maximum vacuum has been applied to the actuator.
If the duty cycle is too low, you will see a delay in meeting requested boost pressure. This
means the turbocharger vanes are not closing fully meaning not enough back pressure is
being created in the turbine. You need to shorten the actuator rod.
Stop screw
The stop screw is used to prevent the VNT lever from closing the VNT vanes fully. It does this
by creating a stop point for the actuator. The actuator controls the vanes movement.
Adjusting the stop point changes, the gap between the vanes in there closed position.
This image shows the vanes in their open and closed position.
For more VNT information please see the Honeywell site.
VCDS Basic setting test
This feature is only available on the paid VCDS Lite (not the free download) and the full VCDS.
With the engine warm, follow the following steps.
Click Select under Select Control Module.
Select Engine
Select Basic Settings – 04
Choose Group 11 and click Go.
Engine RPM will now increase to 1400rpm and the ECU will cycle the Actuator from OFF (vanes
fully open) and ON (vanes fully closed).
Like measuring block, you can save the data to a log file so you can review in Excel later.
While the actuator is cycling from ON (closed 0.0%) and OFF (Open 99.6%) you will see the
Actual intake pressure changing. The different between the pressures indicates how closed
the vanes are in the ON position.
Example from a 2004 Skoda Fabia vRS 1.9 TDI PD130 fitted with a KKK BV39 turbocharger.
Vanes fully open (OFF 99.6%) = 984 mbar
Vanes fully closed (ON 0.0%) = 1128 mbar
Different between = 1128 – 984 = 144 mbar.
Setting up the turbo
Stop screw
Across the internet you will see threads talking about the ideal gap between the vanes to be 1.6mm.
A good way to set this without opening the turbo is to carry out the following.
1. Disconnect the rod from the VNT lever and remove the actuator.
2. Unscrew the stop screw.
3. Move the VNT lever into the fully closed position which is towards the stop screw.
4. Screw the stop screw in until it reaches the VNT lever.
5. Now turn the stop screw a further 1 full turn and lock it into position.
Actuator rod
A vacuum brake bleeder or MityVac is required for this stage. You can pick up a vacuum brake bleeder
of eBay for around £15. Also comes in handy when bleeding your brakes.
1. Apply vacuum to the actuator. When at 17-18 on the gauge the actuator should hit the stop
screw.
a. If greater than 17-18 then shorten the rod and test again.
b. If less than 17-18 then lengthen the rod and test again.
VCDS logging to confirm settings
Stop screw – Basic setting group 4
Carry out a basic setting test on a warm engine. A stock turbo should have a pressure difference
between 120mbar and 170mbar.
Actuator – Measure blocks group 11
Carry out a WOT test from 1500 rpm to 4500 rpm. Open the log in MS Excel and place it in a graph.
The actual turbo pressure should follow request very well once the turbo is on boost. Some
overboot (50mbar to 100mbar) at the point of the turbo coming on boost is expected.
For a stock PD130 you should expect to see duty cycle at 4000 RPM to be around 65-75%.
