Author Topic: Gt1749v (VNT) series turbo's (Read 32256 times)

subsonic · « **on:** February 28, 2009, 05:52:49 pm »

Has anyone used this setup, GT1749VB, on either a hot 1.6 or 1.9TD setup? It is a bit bigger then the standard 1749v. I thought I read that this unit can run sustained 25psi without strain. I am thinking of going the vnt route on my franken buildup when I get back to it in the future.

subsonic · « **Reply #1 on:** February 28, 2009, 07:25:15 pm »

I found this after doing some searching around on the internet.
The bad boy at the end looks like it would need to be imported
from accross the pond.

038 253 019 A or C (GT1749 V) 115PD/100PD/110VE turbo
VNT-15 and GT1749V malleissa 33,5 mm intake and 36,5 mm flight

038 253 016 F (GT1749 Va) 130PD turbo
Garrett GT1749VA, 35 mm intake and 36,5 mm flight

038 253 016 G (GT1749 Vb) 150PD turbo
Garrett GT1749VB, 37 mm intake and 38,3 mm flight

03G 257 019 V395 (GT1749 VM) 170bhp turbo :mrgreen:
2006 Euro TDI Golf
I could not find the spec’s on this one.

or in inches

the main difference is the shaft and compressor wheel specs.
here are the specs of the diff turbos fitted to PD's
the b has titanium inners and a much higher efficiency. as a result though it has a bit more lag, but still hardly any.

Garrett designated turbos--------- intake Bore-------------- Exhaust Bore

GT 1749 V(110/115) ------------------1.326" -------------------1.441"

GT 1749 VA(130)-----------------------1.390"--------------------1.467"

GT 1749 VB(150) ----------------------1.459" -------------------1.505

subsonic · « **Reply #2 on:** March 02, 2009, 08:34:25 am »

Anybody know the specs on the 1749VM?

jasonsansfleece · « **Reply #3 on:** March 02, 2009, 06:45:12 pm »

How does one size a VNT turbo for use on a IDI engine?
Do VNT's have AR and trim values and maps?
I too was thinking of a VNT , in this case as a replacement for a K14.
I would like to retain the early spool up of the K14 but with more boost (25 to 30 lbs) and the ability to carry that pressure to 4500- 5000 rpm,
Guy

subsonic · « **Reply #4 on:** March 02, 2009, 09:19:26 pm »

Do you know which 17 he is running? I am thinking down the line of perhaps a D24 N/A intake with a little slice and dice, and trying to make a dual plenum intake manifold to sit over one of the 17's.

anto · « **Reply #5 on:** March 03, 2009, 05:06:29 am »

How do idi users of a vnt turbo control the boost?

subsonic · « **Reply #6 on:** March 03, 2009, 06:55:38 am »

Mechanical control. Tintin, Libbybapa, and a few others have come up with a control system.

anto · « **Reply #7 on:** March 03, 2009, 07:40:16 am »

Thanks subsonic il do a little searching using their names see what it comes up with....

Rabbit on Roids · « **Reply #8 on:** March 03, 2009, 09:45:44 am »

ive got a worn out VNT 17 on my car and it makes tons of boost with almost no lag. ive been messing up the whole time i have had it on the car tho. never had a big enough air intake on it, so it was never super responsive. but its got a 3" intake now instead of 2", and let me tell you what.. it made more difference than going from stock exhaust to a str8 pipe. the turbo comes on somewhere around 1k rpms i would say, and it makes mad boost clear until it cuts fuel. and ive got a crappy pump and injectors. these turbos make 40 psi, i didnt believe it either till i saw my gauge at 40 psi one day. if i had a big fat intercooler, then i could run more boost. but since im kinda afraid of over boost due to not having any way to get rid of excess boost. do you suppose you could hook up an external WG to the EGR port on the top of the turbo? or would that not be beneficial?

hamradio · « **Reply #9 on:** March 03, 2009, 05:35:30 pm »

I'm running a VNT15 on my rabbit.

I'm using a volvo wastegate can modified to fit the vnt...I welded a bolt onto the cut down shaft of the wastegate actuator...it threads into the adjuster...I then welded the can to the original vac actuator bracket.

Works fine for me. I'm not into efficiency, however...I have it designed to have the vanes shut all of the time, until the set boost is hit.

Question: About how much boost is a gt1749v good to? 20 psi? Could it actually do 25 psi without blowing up/wearing out in 2k miles?

subsonic · « **Reply #10 on:** March 03, 2009, 07:19:18 pm »

Sounds like a good dual plenum, long runner intake would help balance that almost immediate boost and hopefully prevent con rod damage. Looks like I will be easing back the fuel on the new super pump when it goes together

Rabbit on Roids · « **Reply #11 on:** March 04, 2009, 10:42:02 am »

Quote from: "subsonic"

Sounds like a good dual plenum, long runner intake would help balance that almost immediate boost and hopefully prevent con rod damage. Looks like I will be easing back the fuel on the new super pump when it goes together

im using a manifold off a 90's gas engine, it has long, tapered runners. you could also use a G60 or an intake of of a CIS engine. the CIS intakes dont have quite as much taper on the runners tho. and the beauty of these mani's.. they bolt right on. (unless you got an AAZ head)

vanbcguy · « **Reply #12 on:** March 04, 2009, 02:13:11 pm »

How does the gasser intake fit with the turbo? Any interference issues?

subsonic · « **Reply #13 on:** March 04, 2009, 02:15:11 pm »

Yep, Brand spankn new AAZ head on a 1.6 bottom end. Got the D ports.

Rabbit on Roids · « **Reply #14 on:** March 04, 2009, 06:53:12 pm »

the only interference i had was one mounting boss on the bottom of the intake, right above the turbo. but i ground it down a bit and it works awesome. i noticed a big torque difference when i swapped the standard turbo intake to the gasser intake. and i just built my own adaptor that goes where the throttle body would go.

Author Topic: Gt1749v (VNT) series turbo's (Read 32256 times)

anto

anto

Rabbit on Roids

Rabbit on Roids

Rabbit on Roids