Turboladerlebensdauer bei TDIs | Posts 16+

The turbocharger failed at approximately 19,000 km.

I don't have precise information, as the car was still owned by my mother at that time.
(edit)

Correction: Was on its way to the AB, shortly after starting.
The mechanic said that it was 'mashed up'.
(/edit)


After the acceleration, there was a sound not dissimilar to those of large racing turbos.
Old rally cars (presumably referring to high RPMs).

anyway => Turbotausch (was expensive, but I don't know exactly how many Schilling (yes, the old times...))

Greetings
Ruki

1Z to 197 tkm 1. loader (had a slight 'puffing' sound when cold, but the pressure build-up was okay)

New charger starts a little earlier, but otherwise the same as the old charger.

Currently 230,000 km with an AFN in the Passat - still running perfectly

Turbo malfunction at 2 months old car (see signature) and mileage 2,700 km.
At approximately 180 km/h on the highway, there was a sudden loss of power and a cloud of smoke coming from the exhaust.
Approximately 2 Ltr. Oil has quickly made its way into the exhaust.
According to the workshop, the charger had a defect "from the factory." What exactly was not said.
Turbocharger, intercooler hoses, and intercooler were replaced.

This was the 1st and last time I drove this turbo so fast. Before that, I had carefully broken in the car. Up to that point, I had never exceeded 140 km/h in 6th gear, and I had also driven very gently. If I had pushed the car harder earlier, it probably would have broken down sooner. The oil consumption was about 0.5 liters before the failure. With the new turbocharger, the oil consumption is minimal. Since the last oil change approximately 10,000 km ago, there is approximately 2 mm missing on the dipstick.

@delvos
Don't be afraid, the charger from the 130 HP engine will last much longer even with a more aggressive driving style, without any production defects. However, it's best to wait until the charger is red-hot before turning it off, as chargers don't like being turned off while hot. My advice: It's better to disassemble a second charger now, while it's still under warranty, than to have a surprise a few years later, possibly in connection with an engine failure.

AFN 170 TKm Series turbocharger with 1.2 bar pressure without problems.

@Julian – I doubt that the too thin oil is the cause. Mine has been running with 0W30 for 50,000 km, just like the PD with WIV. Thin oil is faster for turbo, also cools the bearing better.

My car got a chip at 120,000 km, and it runs with 1.2 bar on the stock turbo. I always wait until the turbo has oil pressure before starting the engine, which I can clearly hear, as it starts up noticeably about 3-5 seconds after starting. If it has exhaust pressure beforehand, it's DANGEROUS! Here's a single event!

My VTG tends to be a bit sluggish in winter, but once I get it up to full speed, it's fine again.

230,000 km Golf 3 with 1Z engine
70 % Highway, Rest City/Country Roads
ca. 5,7 l/100 km
Oil consumption <0.2l/1000 km

120,000 km Ford Galaxy AFN Engine
70 % Highway, Rest Land/City
7-8 l/100 km
Oil consumption < 0.2l/100 km

130.000 km Golf 4 MKB ??, but 115 PS PD engine
5-8 l /100 km
2 years driving school car, 2 years driven aggressively (son), 1 year driven moderately (daughter)
Cooling fan failed, water pump damaged, overheated multiple times, emergency mode activated.
New KZD, then loosen the oil hose at the turbo, approximately 1 liter of oil lost.
Turbo is still okay.

Best regards,
Helmut

Motor AGR, approximately 250,000 km
Chip installed since 156,000 km
Charging without problems.. Oil change every 7,500 kilometers, and 0.5 liters of oil are consumed during this interval.
After engine expansion -> The compressor pulley had quite a bit of play, but was still functioning properly.
'The engine should be warmed up and then shut down smoothly, not abruptly.'

Greetings

Hi!

Although I don't have a TDI, I would still like to provide my information here:

Golf II TD, 51 kW (JR), 311.000 km, first turbocharger, second cylinder head,....

40% BAB
45% outside the womb. Settlements
15% within the female anatomy Settlements

Consumption: approx. 6 liters/100 km

Best regards, Christo

Hello,

I have a 1996 model, 1.2 engine, 210,000 km.
Chip since 115,000 km

Turbo is still the first.

I also feel that the LD (Low-Speed) is very slow to build up at low speeds (or almost not at all at very low speeds), and when I give it gas, I experience strong overshoots, followed by 'undershoots'.
Otherwise, it's going pretty well.

Best regards

I would check the wastegate or the boost control valve (which more closely resembles a boost control valve).

Best regards, WarLord

Passat Variant 3B, Year 2000

Engine Code: ATJ (115PS base, tuned to approximately 145PS)

Charger defect at 165,000 km.
The charging shaft is at full load in the 3rd gear. Gang (uphill at approximately 3500 RPM) disengaged.
The exact cause is not known, but it is likely related to a difficult-to-operate VTG, as similar symptoms had appeared shortly before.
The repair cost 1000,- EUR in the workshop.

The car was initially used as a company car (likely primarily on the highway) up to 147,000 km, and since then it has been used for 80% city driving and 20% on country roads.

Greetings

Rupert Gschwendtner

Skoda Octavia L&K

MKB: AHF

{ENGINE_DESCRIPTION} failed at 217,000 km, requiring a new honing. Cause unknown, likely due to age and wear, as the previous component had been in use since 180,000 km. The engine was not treated with any special care. He also had plenty of time

80% highway, 15% country roads, 5% city, fuel consumption around 6 liters, but sometimes also around 7.5 liters.

I also know another AHF that had a turbo failure at around 190,000 km. However, I don't know how he drove, without any injuries.
I know him only because he experienced the same suffering as I did, including the rupture of the air hose, which occurred directly after using the turbo.

Greetings,
Richi

Hi,

my previous turbochargers:
(VNT15 is always the same)

0-120tKm - VNT15 - standard - no issues
120-130tkm - VNT15 - Tuninbox - No issues
130-135tkm - VNT15 - Tuningbox, AXG injectors - no issues
135-140tkm - VNT15 - Chiptuning, 1.2 Bar, AXG-nozzles - no issues
140-160tkm - GT1749VA (49Euro eBay), 1.3 Bar, AXG nozzles, defective. Radial bearings (but the turbo was still working)
160-175tkm - VNT15 - Chiptuning, AXG-Einspritzdüsen 1.5 Bar - No issues
175,000 km - current 180,000 km - GT1749VB - Chiptuning 1.5Bar, AXG injectors - no issues

(This was the second GT1749VB.) The first one was damaged during installation.
Although the aluminum engine mount was modified to accommodate the compressor housing, the housing on the console was "slightly" protruding. We didn't notice this when installing the cylinder head. This half millimeter, if it even existed, was enough for the wave to get stuck during the first engine run.)

Best regards
Thomas

I have a Skoda TDI with 81kW and 80,000km on it, with a turbo. No problems.
my turbo needs a long cooldown after a highway drive, before shutting down the engine, allow it to idle for about 5 minutes.

My mother's old Golf 3, with its 1Z engine and 140,000 km, and new parts, runs like a dream. She also drives a 90 PS TDI Golf 4 ALH, which also runs without any problems, but only has 14,000 km. My Fabia TDI ATD 101 PS PD has 55,000 km on the odometer and runs perfectly. My neighbor has a 1996 Golf 3 Combi with 287,000 km and it's in perfect condition. It's a 90 PS TDI engine.