1,6 PSA Diesel im Ford Focus 2005 | Posts 16+

The customer is also deaf, like me, and he's incredibly happy that he can finally communicate in sign language with a car mechanic!
Of course, I will definitely help him when he buys a used car!

If I look at the amount of effort involved in what is being discussed regarding BTS -> , then most HDIs with such charger damage are also a complete economic loss https://www.krafthand.de/fileadmin/eigene_dateien/krafthand/Anlasser_Dokumente_pdf/Anlasser_2013/15_13_Turbolader_im_Visier.pdf.

T3Surfer wrote:

The customer is also deaf, like me, and he is very happy that he can finally communicate with a car mechanic in sign language! I will, of course, help him when he buys a used car!

Therefore, in this specific case, you were ultimately able to successfully use your handicap as a tool for customer loyalty.

Hello T-Surver, I've experienced the same issue with the 1.6 Ford PGA.
I specifically built a device to measure the oil pressure and also ran the system for a longer period without the filter, carefully measuring the oil pressure and flow rates.
The suction nozzle and, of course, the oil pan were removed and replaced.
Changed the oil 3 times, once with engine flush, until it stopped turning black immediately. Cleaned the oil pan, replaced the breather hose. Brake cleaner, 1 liter. I successfully completed it.
I can only guess, but I recommend changing the oil annually with 5W30 oil that has Ford approval, or even better (e.g., 0W40 VS?), and making sure the engine is properly warmed up beforehand.
Then the 1.6-liter engine is a good engine, and I actually prefer its acceleration compared to the 1.9-liter Touran I have. Thanks to the smaller turbo, it spools up sooner and delivers more power. At the top end, they are equally weak with 100 horsepower.

Hi!

I read through the Krafthand link earlier.

"Hey, does this engine have a bypass oil filter?"
I can't explain it any other way.

Hello everyone!

@G.Punkt: In this configuration, it doesn't matter whether the oil filtration is located in the main unit or... Side stream.

In the main flow, the bypass valve will open just as quickly due to a clogged filter, allowing the dirt to pass through completely unfiltered, just as it normally would in the bypass stream.
The problem likely doesn't lie in the oil filtration.

Best regards from Munich!

Partial claim: If I were to file a claim, it would be equivalent to a total loss due to the high cost! The car will now be sold as is, with the existing damage. Who knows if the crankshaft bearings are still in good condition, and whether the oil passages leading to the pistons and other components are not clogged, which you can't see with an oil pressure gauge?

If this were my personal car (and I don't have a PSA engine), I would give it a try! I've read that some engines fail again after 20,000 km or more after a turbo replacement, if you don't replace or seal the hydraulic lifters, injectors, etc., because the poor combustion causes too much soot to get into the oil again! For me, it's clearly a design flaw! It's possible that it lasts longer with a more relaxed driving style on long distances.

You're right about the economy. In my case, at 150,000 km, it was a precautionary turbocharger replacement within the family, so there were no metal shavings circulating, and the oil changes were relatively regular beforehand.
However, the high amount of soot in the oil, etc., is inherent to the design.

Hello everyone!

teileklaus wrote:

... in my case, it was a precautionary turbocharger replacement at 150,000 km...

Whoever can read accurately often has a clear advantage.

According to the workshop tip, NO age-related or mileage-related wear of the ATL is the cause of its failures .
One reason for oil thickening is the entry of soot into the oil, which can occur due to leaky injectors. From experience with older vehicles, including those with VEP (variable valve timing) or even older Wankel engines, we all know that a cylinder head will eventually develop cracks due to this. This article, however, no longer deals with that topic.
The next issue is that the internal oil return line of the ATL (Automatic Transmission Lock-up) deteriorates.
...and this certainly won't be the end of the chain of causes...
Why? Because the author of these practical tips primarily wants to sell their products in a way that will result in satisfied customers and peace of mind, rather than constantly dealing with complaints and lost customers. Sure, right?!

Furthermore, the engineers at the manufacturing company certainly did not delve into this issue out of boredom, and they also mention that various other oil channels in the engine could potentially be blocked without being noticed. However, you cannot determine this through oil pressure measurements! However, no one pays for the extensive and exhaustive doctoral thesis, even when it's done to the very last detail; that's also quite clear, isn't it?!
This is actually the essential "job" of the "scrap designer," and no one else... Economists would probably call it a "post-calculation," but considering the age and, if applicable, other factors... Runtime: Who cares! (whispered: Seems like typical national mentality *cough*)

Personally, despite the massive decline in quality, I'm convinced that these parts have been in circulation for well over a decade, and that at least a field service action should have been implemented to replace or improve the return hose of the ATL (Automatic Transmission Lock-up) system. The damage is absolutely disproportionate to the 5 EUR material cost and 10 minutes of labor. Work.
But wouldn't everyone be stupid to spend those few extra euros, right?

In this sense, such contributions that fail to grasp or intend to grasp the actual problem bother me; no offense intended .

Best regards from Munich!

PS: Yes, I also hate PSAs based on my personal experiences! I'll admit it, too .

"@DieselBär30x, Why would I not have read that? In fact, I might have read it even before you, because my experience with turbo issues and the descriptions of the oil strainer made me act cautiously and replace everything, including the return line. This was years ago. Back then, the return line and the oil strainer were indeed very dirty, but not as severely as shown in the description, with that gel-like oil sludge, and the return line was not internally dissolved either!" The oil could also be a factor (some people simply put in 10W40), and the long oil change interval, especially when combined with short trips, is likely contributing to the problem.
I've experienced firsthand that turbos don't necessarily fail due to "old age," even with regular oil changes, etc. In my 1.9-liter engine, the turbocharger shaft broke at 120,000 km. It wasn't due to oil starvation; it simply wore out. The lateral contact with debris caused it to seize, and then the shaft broke. "Therefore, the change based on running performance was certainly not an error on the part of the PGA, and it immediately addressed the weakness."
I didn't say that the 1.6-liter engine is a good design, but rather that I prefer its power delivery to mine.
He has just one weak point, and if you proactively replace everything mentioned, it will last just as long as mine, which would have almost become a complete economic write-off due to something else. Even VW produces exactly this kind of junk with their worn-out six-cylinder oil engines. The Q5 fleet from 2014, specifically, suffers from oil pressure problems because the oil pump doesn't rotate properly, the six-cylinder slips, and this has been known for years, despite supposed model updates. So, no offense, but please be a little more restrained in assuming that I haven't read it and haven't understood the problem. Here, I said that it was a precautionary measure for my PGA, unlike this one, where there might be more issues to come.
It's probably best not to do anything else to it for the customer, although I might have tried to get it fixed for myself if the engine hadn't been making that noise. Scrapping for 500 euros is still an option.
Best regards, Klaus.

Hello KlausiMausi!

Thank you for your reply.

"PGA" could sometimes refer to the "PersönlicheGrundAusstattung" (Personal Basic Equipment), but I've long since left behind the days of the Bundeswehr (German Armed Forces).

I still don't understand, I'm really sorry!
You should have replaced the root cause, namely the injector seals, instead of the ATL (presumably referring to a specific component or system).
The ATL is and remains NOT a wear part! Fact!
I don't know anyone in my circle of acquaintances or friends who has died "for no reason," and it hasn't happened here in our fleet of vehicles either.
Okay, I'm assuming it's operated without estrogen...

I was also able to read and understand your personal assessments of the driving dynamics or characteristics of the engines in the PD models.
As mentioned above (repeatedly): Nevertheless, focusing on the main point. Topic closed.

Regarding the hexagonal thing...
Okay, I'm afraid I don't have much to add to that, to be honest.
Still missing the point .

But compared to the "Field Action Oil Return Hose ATL," the "cost estimators" at VAG probably just decided to take their chances, based on the additional cost/risk ratio. *sigh*
Overplayed his hand, but it's also about preventing a few euros of extra cost during the inspection.

Best regards from Munich!

I'm very familiar with the 6-point problem! I always recommend to my customers that they replace it every time they change the timing belt. Even if the internal hexagon of the oil pump is not 100% perfect, the new hexagon shaft at least has significantly less play, and the probability...
It's increasingly likely that the engine will reach 300,000 km.