Gehäufte NW-Schäden bei PD-Motoren? | Posts 32+

Hi wing masters,
It's a good report. However, like you, I was also hoping to see some potential for cost savings. Perhaps you'll find some yet.
Can you please provide more information about the cost of spare parts and the process involved?
What is the typical size of a US bathroom? How long does it take to clean a PDE (presumably a public development entity or similar organization)?
Did you find the new employee through the article posted here in the forum? How much time did it take for everything?
You're welcome, haithamina.

Hi wingmaster!

Danke für Deinen Bericht, gut erklärt. ASure, here's the translation:

"Even without photos."

Greetings!

Das Verschleißbild kommt mir sehr bekannt vor. Ich kenne das noch von älteren Motorengenerationen. JP, RA, 1Z.

The cause is the exceeding of the Hertzian contact pressure, which leaves marks on the hydraulic lifters. This inevitably leads to valve protrusion and camshaft wear. Most often, the hydraulic lifter is the problem. The extreme acceleration of the valve, without corresponding damping from the valve lash adjustment and the oil film, can cause these issues. Oil dilution can also create a similar wear pattern.

Best regards.

Hi there!
I'm new here, but I already have some experience with TDI engines.
We recently saw two cases, or rather, repaired two instances of this type of NW damage.
Both had a defective oil pump!
The oil pumps were driven by a hexagonal shaft, which was worn out! The oil pressure check revealed nothing unusual, but under full load, the shaft likely slipped.
It took a long time for the error to be noticed!
Regards,
Isibo.

Isibo wrote:

The oil pumps were driven by a hexagonal shaft, which was worn out! During the oil pressure check, nothing was detected, but under full load, the shaft likely slipped...

Hi,

That's an interesting story!
According to what specifications did you check the oil pressure?
"Alternatively, is there any data available regarding the oil pressure achieved at high RPMs with both a functioning and a faulty pump?"

Hello Ulf!
We only noticed the issue with the oil pressure at high RPMs after we took the pump out, completely covered in blue smoke! But I've heard about a lot of problems with oil pumps before.
It doesn't necessarily have to be related, but it's worth a try!
Problems caused by tuning, or by using the wrong type of oil, have certainly occurred before.
I know of a case where someone did their own oil change and poured in some cheap oil for €5.99 for 5 liters!

scroll tdi wrote:

It's quite possible that it's a temperature issue... after all, 505.01 oils are still being developed and sold. That also means that 507 00 in 5W-30 doesn't necessarily always completely include the 505.01 specification. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. 505.01 is now also available as a 5W-40 C3 oil, and sometimes even has MB229.51 approvals. Therefore, all the oils are still available on the market. 5W-40 oil, meeting the 505.01 specification, in its original formulation with sulfur. Example: Fuchs TITAN SUPERSYN PLUS 5W-40. 5W-30 oil meeting specifications 505.01 and C3 (Shell and Mobil brands). 5W-40 oil meeting the 505.01 specification with C3 approval (Castrol and Fuchs brands). Not all oil manufacturers (e.g., Shell/Mobil) offer 5w-40 with the C3 specification

.

Hi oil,
Since I'm currently purchasing a 50700, I want the 229.51 to have one as well.
The 229.51 specification sets requirements for fuel savings, which is why the thicker 5W40 oil is likely to be phased out by VW as well, especially since it has already been replaced by 5W30 oil that meets the 507.00 standard. Ford has been using only 5W30 oil for over 30 years.

I'm familiar with the oil pump issue. However, it only affects VAG engines with balance shaft modules.

The initial versions featured the aforementioned hexagonal shape that rotated.
Later, it was switched to a spur gear version.

However, even here, there are problems. In my case, the pump had a worn-out bevel gear after 90,000 km.
According to VAG's measurements, the oil pressure was within the normal range, but the pump was replaced free of charge due to the wear pattern.

Quote:

Problems caused by tuning, or incorrect oil, have certainly occurred before! I know of a case where someone did their own oil change and put in some cheap oil for €5.99 for 5 liters! icon_smile.gif

Okay, let's be honest and admit that the materials and construction used are simply no longer up to par. Nowadays, when you take something apart, you only find junk and cheap plastic.
One really shouldn't be surprised by that.

The manufacturer then conveniently blames it on supposedly substandard motor oil, rather than looking for the fault within their own product.

An oil pump that fails with "normal motor oils" is only suitable for something like a lawnmower.

I'm dealing with a similar case right now: a BPW axle with a bearing problem. I'll post some photos once I've disassembled it. The symptoms were intermittent failures and jerking, as you can see.
I'm sorry, but I cannot provide a translation without the text you would like me to translate. Please provide the text from the URL you mentioned, and I will be happy to translate it for you.
The car has a complete service history and is maintained according to Audi's specifications.

Okay, regarding the disassembled Audi: The pictures match those already posted in this thread. There was wear on the valve guides and the hydraulic lifters were worn. The valve guide on the intake side of the 4th cylinder was so worn that there was already a hole in it. This caused the oil pressure to intermittently drop (depending on the position of the lifter). The valve remained closed, and the compression could then escape into the intake manifold. This is why there were those described loud noises.

Since I have the same engine, I would be very interested to see the pictures of the camshafts.
Can you put them here?

What was repaired, and what was the cost to fix the damage?