[Crasher]

Are you sure you want to know the true readings? There is a sensor in the sump but I don't think you can tap into the feed This engine has a very odd oil supply system, last year I had a very bad time with the later CAVD unit and I analysed its oil supply system in minute detail... still didn't find the fault though. I would normally say replace the pressure switch on the head with a dual VDO sender/switch unit but I don't think they do a 0.3>0.bar switch version although the 0.3 bar pressure to break contact may work. In my investigation I discovered that the oil flow goes from the pump, into the block then out into the chain cover on one side of the gasket where it goes directly up to the filter, from there it flows back down the other side of the gasket but first there is a take off for the turbo line, then the oil continues down and back into the block where it goes to number 1 main journal, its oil jet and the cam chain tensioner and then back out of the block through the oil cooler and back in where a drilling from the gallery goes up to the head and the gallery feeds 2, 3 and 4. so yes, the turbo and number 1 receive uncooled oil! What I would do is drill and tap and M10x1 thread in the turbo banjo bolt and use a VDO M10x NTC temperature sender with a 150 degree rating, that way you know the oil at its hottest.

 

[Crasher]

There is a diagram in the Self Study Program but it is of such poor quality as to be useless, that is why when I rebuilt that one last year I made copious notes and took lots of pictures. When I was struggling with the CAVD, I drilled and tapped the banjo bolt for M10x1 so I could monitor the oil pressure as close to the oil filter outlet as possible as the pressure sender on the head is almost at the end of the system and shows the pressure at its lowest, in fact a full 2 Bar lower than at the turbo. A problem with sensing the temperature at the turbo is finding a sensor that will not impede oil flow so perhaps drilling and tapping in the (removed!) timing chain case would be better.

 

[Crasher]

And that is where VW state you should measure it and see a minimum of 2 Bar at 2000 RPM, on all the ones we tested as a reference for the CAVD problem we never saw more than 1.2 Bar but at the turbo, 3.5 Bar. The way I did it was find a drill which fitted perfectly in the oil feed banjo and drill through from the inside, then drill the hole out to 9mm and tap to M10x1 but I don't think there is enough room here between the bolt and the bonnet for a sender unless you double banjo it remotely. You used to be able to buy a banjo like this off the shelf under part number 049 133 245 but it went obsolete years ago although VW Classic in Germany still stock it

 

[Crasher]

None of the aftermarket companies that offer it state it’s ID but VW state the spring clip that retains it to the thermostat is 40mm so I would guesstimate an ID of 32mm.

 

[Crasher]

What is the VIN?