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This article shows how to fix poor turbo response and engine hesitation on a VW Jetta TDI BRM engine if the cause is from a faulty stop screw. Introduction. There are a number of problems which can cause engine hesitation and poor running, please see 1. This article only deals with the mk. Sometimes these symptoms can also present from EGR valve malfunction. Download Anime K Episode 12 Sub Indo. Read the EGR FAQ and limp modelow power troubleshooting articles for those tests. On the mk. 5, turbo issues are much more common than EGR function issues. The turbo on all mk. TDI engines is a variable nozzle turbo VNT which uses vanes that point at the turbo to adjust the turbo boost. Below is a video showing the basic parts. If the stop screw or rod is adjusted incorrectly, the vanes will close too much and choke the airflow or open too much and cause poor turbo response. This engine surge feels like turbo lag followed by a torque spike. The vane adjuster ring inside the turbo can also wear, causing similar problems. In my case, the engine had a lag and some smoke up to around 1. I believe there was a little wear on the vane adjuster ring against its lever or some other mis adjustment which caused the vanes to close too much. This problem is unrelated to turbo compressor surge blade stalling which is caused by a high load, low flow condition inherit to a turbos design envelope. Vcds 11 11 Cracked EggVcds 11 11 Cracked ServersA misadjusted stop screw a spike of torque as the engine recovers from faulty vanes or vane position. When I logged boost actual vs. I saw some hesitation and response issues as well. Here is how a VNT works on the inside and a description of the problem at the end. Parts and toolsvacuum gauge and tester. VCDS cable from ross tech. Procedure. First check VNT function. Read 1. 00. 0q VNT actuator adjustment for background on how it works and how to adjust the actuator. A mk. 4 is shown but read it anyways because the mk. There is currently no direct replacement for the BRM engine turbo actuator but the CBEACJAA actuator can be made to fit with a custom bracket. It is usually set correctly from the factory but the spring or diaphragm inside can weaken or tear. To confirm that stop screw adjustment is needed, you need VCDS. Warm up the engine to normal operating temperature and then turn off the climate controlair conditioning. Plug in VCDS and enter engine module, then basic settings, then use the test charge pressure control group 1. The engine will rev up to 1. The boost pressure should go up and down. Anywhere from 8. 0 2. Too low or too high and engine response will suffer. If the boost difference is too small unusual, shorten the stop screw. If the difference is too high, extend the stop screw to restrict VNT actuator rod travel. Raise the car, chock the rear wheels, rest the car securely on jack stands, and make sure the car is safe and secure before doing anything else. I use 2 sets of jackstands, minimum one at the factory jack points to carry the weight of the car and another almost touching the front subframe as a backup. Also see 1. 00. 0q wood blocks for another idea of supporting the car. Remove the plastic splash shield under the car. Its held in place with 8x T2. The rear is held with 3x T3. The turbo stop screw is between the block and oil line. A 34 extension and universal joint with a 1. While youre under there, inspect for soot leaks by the EGR cooler valve. I removed the silver envelope heat shield for access. First loosen the 1. If it needs further adjustment, move it in 14 turns to fine tune. Repeat until the boost difference is in the 8. Here is a view looking at the rear of the engine with the intake manifold removed. In my case, the threads were covered in rust and snapped as soon as I applied any torque to the nut. If this happens to you or you want to do the adjustment the easy way, dont bother getting under the car. Ziptie modification. The easy adjustment is to use a plastic zip tie to restrict rod travel length. Simply use your vacuum gauge and apply vacuum to the VNT actuator nipple. This will extend the rod all the way to the stop screw. NOTE This applies to the Borg Warner turbos found on the BRM Jetta engine and later similar turbos. If you have a mk. Garrett turbo, vacuum causes the rod to shorten. Loop a zip tie around the lever at the bottom and the nipple at the top and then tighten the tie. Release vacuum so the rod is retracted, then tighten the zip tie 2 clicks. Retest charge pressure control and adjust the zip tie length as needed. I suggest wrapping the bottom in foil before looping it because mine melted after 8 months at 1 tiny spot suggesting it touched the exhaust side of the turbo. If it doesnt smooth out your engine hesitation at least you know the stop screw doesnt need any adjustment. Check EGR function and other items on the low powerlimp mode FAQ and checklist.