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Garrett VNT15 repair pictures

Recently I got the chance to obtain a Garrett VNT15 variable turbine geometry turbocharger

rather cheap. This turbo is mainly used in the new VW/Audi TDI engines up to 110bhp. I

intend to build an experimental gas turbine engine from this turbo, but I’ll carry out only

modifications on it that are reversible. This is because I can also use this turbo as a spare for

my car’s engine (Audi A3 TDI), and if I should ever be in the situation to need it, I’ll be happy

to have a spare handy, because the original replacement would be quite expensive.

At the time of purchase I didn’t know the reason of the turbo removement, but I blamed this to

a bad accident with damage to the engine beyond repair. I was told the turbo ran well at the

time of removal and the car was manufactured 1997 with now about 40.000km on it. And this

is what it looked like as I got it:

I was really astonished that it was

this clean on the outside and

revealed only minor corrosion.

The can on the left is the vacuum

actuator for the NGV controlling gear.

This turbo is a rather small unit,

weight just about 5kg. Look how

shiny the compressor housing still is.

I noticed, though, that the NGV

actuating mechanism was rather stiff,

if not to say stuck (at this time yet I

didn’t know why).

A view into the intake. This side is

also quite clean, the compressor

wheel except a very thin layer of dirt

in mint condition.

The exhaust section and the turbine

wheel are very sooty. I don’t know if

this can be considered as normal on

this type of engine because the car

exhausts almost no smoke at all,

even if driven hard.

Oops, I did it again!

(Though I definitely must say that I’m

no fan of Britney Spears’ music)

Well, I once promised myself I would never ever again take a turbocharger apart, since the

last time I did it I had to live with traces of black underneath my fingernails for about one week.

But this one looks so much cleaner, that I forgot about this promise.

The compressor came apart like this, almost no cleaning required!

Unfortunately I was glad about the

ceanliness of the turbo too soon - this

is a view of the turbine, a layer of

soot of approx. 1mm all over it.The

lever in the 3 o’clock position is part

of the NGV actuating system.

This is what the NGV actuating gear

looked like after disassembly. Did I

say something about “clean” before

??!! ;-)

And this is what it looks like some

really dirty hands later...

Each of the nine levers is welded to

the shaft of the corresponding nozzle

guide vane (NGV). The control ring is

moved by the main lever, located in

the turbo’s bearing housing,

projecting into the free notch in the

11 o’clock position.

And this is the other side of the NGV

system (removed from the turbine

housing and cleaned). Notice the

cute airfoil shape of the vanes. This

is the maximum exhaust flow -

minimum charge pressure - position.

The turbine wheel and bearing

housing cleaned (I don’t think I’ll get

this dirt off my hands ever again).

The NGV actuating main lever can

also be seen.

The turbo core. I didn’t take the rotor

apart because the bearings seem to

be in a pretty good condition and I

don’t want to tamper with the rotor

blancing (this one spins in excess of

200krpm). Just below the oil return

the outer NGV actuating lever is

visible.

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