Arosa TDi 1.4 AMF Probleme, Turbo defekt? Motorschaden | Posts 32+

Hello Snowfun,

I'm 99.9% sure the problem is with the turbocharger, not the engine.
If your engine has a bearing failure, it wouldn't...
'Blue smoke is what you'd expect in this situation. If it's blue smoke, it's usually either the turbocharger or a problem with the engine's pistons, but I'm ruling out the engine based on what you've said. The blue smoke and high oil consumption strongly suggest a bearing failure in the turbocharger. This means the turbocharger is leaking oil excessively, which is coating the exhaust system and your intercooler. When the engine is running, this oil burns in the exhaust, causing the heavy smoke. Simply disconnect the exhaust from the turbocharger; if the exhaust is oily, you'll know for sure. The mechanics at the workshop will probably try to sell you a new engine, as that's the easiest and most profitable option for them. If you replace the turbocharger, be sure to thoroughly clean the intercooler of any excess oil, as turbocharger failures often flood the system with oil. I hope this helps.'

Sincerely,
Patrick.

Hi Patrick,

I don't think I need to remove the exhaust. Oil is leaking out of the exhaust!
I stopped by the car briefly today and saw that the workshop must have run it for a while, because there was a small oil puddle underneath the exhaust pipe.

What about the charging wave that might have dissipated?

Hello Snowfun,

I also don't know what happened to the loading arm, or how it was damaged.
You can't really repair the turbocharger yourself anyway. It has plain bearings, and I don't know why the turbocharger failed. You're not inside the turbocharger, so you can't know the exact reason. There are many possible causes, such as lack of oil pressure, overheating, material defects, etc. You can easily replace the turbocharger yourself with a new or refurbished one, and you'll save money on the workshop costs. Okay?

best regards
Patrick.

Hello,

I'm not quite understanding this. The engine probably has a faulty turbocharger with a huge oil leak (likely at the shaft). Consequently, the engine is probably building very little or no oil pressure. And the workshop is letting it run for longer?


Best regards,
Christian.

Snowfun wrote:

Hi Patrick, I don't think I need to remove the exhaust. Oil is leaking out of the exhaust! I stopped by the car briefly today and saw that the workshop must have run it for a while, because there was a small oil puddle underneath the exhaust pipe. What about the charging wave that might have dissipated?

Hi,

Quote:

And does the workshop allow it to run for a longer period?

My Seat workshop demonstrably has no idea how a TDI engine works (a quote from them: "The turbocharger cannot spin at all if the intercooler is leaking, because its speed is linked to the engine speed, and you can monitor that with the tachometer."). Why should things be different here?

TDIs are still quite rare at Seat (although their prevalence has increased significantly with the sale of the 6L 96 KW model), so it's not entirely surprising.

Best regards,

Jan.

This morning, I immediately took a picture of the oil spill with my car.
I'll upload it tonight.
The Seat mechanic told me that he brought in a specialist from the nearby Audi workshop (Seat, Audi, VW, Skoda are all owned by the same company) to take a look at it.

Can further damage occur by continuing to run the engine?

"With that amount of oil flowing through, the turbocharger is probably going to be damaged... So, it probably needs to be replaced... It will cost around 600 euros, including small parts. So, the question is who will do the job... Ideally, it should be someone with experience who can assess whether the engine is damaged in other ways as well... Also, it should be someone who can clean everything thoroughly... That's the most important thing, especially if the turbocharger is crumbling."
I can't say whether it's normal for this type of loader to break apart like this. I've never experienced a leaky loader shaft causing such extensive and rapid damage before. It's possible that even in emergency mode, the loader continued to overheat, even if it initially started with a simple, gradual bearing failure in the shaft, which is a common occurrence and can often be repaired by servicing the loader.

Regards,

Olaf.

Snowfun wrote:

Can further damage occur by continuing to run the engine?

Counter question:
Do you think it's okay to run an engine for an extended period of time without (or with too little) oil?

The answer to this question answers your question.
In my opinion, this is a risky game. Potential damage to the engine is not negligible.

I know someone who owns a BMW 525tds. About a year ago, the turbo blew, and it expelled all the engine oil. Shortly after that, the oil pump seized. So, the engine experienced two instances of "knocking" in quick succession. About a year after these incidents, the engine failed without any prior warnings or noises, while under low load. You can be fairly certain that this engine failure was a consequence of the two previous "knocking" events.

It seems like not having any knowledge about TDIs is a tradition that has been going on for millennia at Seat.

The local Seat dealership tried to sell a colleague a new NOx sensor (480 EUR) ... but we later discovered on our own that the connector for the mass airflow sensor was loose!

Despite the lawyer's expert opinion, it remains unclear whether the engine has been chipped or is still in its original configuration.

How is a goodwill request handled when the engine has been modified (chipped)?

m;

Hi,

That's what the Seat workshop looked like on Thursday evening.
I don't know how long they ran the engine for, but it must have been a while, judging by the size of the oil stain.

http://www.arcor.de/palb/alben/67/3967867/400_3461306439653530.jpg

Hopefully, it's just the turbocharger that has failed!

Where can I find affordable new or refurbished turbo lasers?

And one more thing, does the exhaust/catalytic converter also need to be replaced? And what's the best way to drain the oil from there?

EBAY!

There are many dealers, otherwise it's standard for SEAT.

The replacement cost for your charger is approximately €580.

What about environmental protection and all that? It doesn't exactly look like an impermeable layer of concrete to me!

Regards,

Manuel.

I think the exhaust/catalytic converter might also be faulty.

At 97,000 km, my Lupo 3L suddenly lost power.

That was the cat that suddenly got stuck.

The part costs around 1000 euros, but VW covered the entire cost.

Ugh, everything will be alright.

ATU is paying for a new engine, including installation. It's used, and has less than 10,000 kilometers on it, but mine wasn't new either.
I'm so glad to finally be rid of this.

And thank you again for your help, even though I may have been a bit annoying.

HAE???

Are you happy about that?

Where do they even get these used parts (that you probably don't have any invoices for, considering your messed-up oil change incidents)?

Do they have any AMFs in stock that have bodywork issues?

Completely astonished.
m;

hmmmmm...

I'm not quite sure whether I should be happy for you or feel sorry for you. There are many things that are unclear and uncertain for me.

I'm currently dealing with a similar issue with ATU. It was about a constant velocity joint costing around €90. The dispute dragged on for at least 3 weeks, with ATU being difficult and evasive. As I said, it was only €90, I had the original receipt in my name, and the defect was clearly visible on the part. For this reason, I can't imagine that ATU isn't trying something else to avoid having to take responsibility. On the other hand, as mentioned earlier, where did ATU get a nearly new engine from?
Perhaps it's also related to ATU's planned IPO this summer?

Well, don't let anyone spoil your joy. If everything goes according to plan and everything turns out well, I'll be happy for you, of course!

Hi, what's open and unresolved there?
This morning, ATU disassembled the engine and found that the turbocharger is faulty. The shaft can be moved back and forth, and the edges of the turbine blades are partially worn.
The expert, without much discussion, suggested that I have a new engine installed. According to him, he could probably get several of them at once. He seems to have a very good source for them. The engine comes from a test vehicle. Frankly, I don't really mind; the main thing is that the car is running again next week, and I'll still have a warranty in case something goes wrong.

Here are some photos:

http://www.arcor.de/palb/alben/67/3967867/400_6338643430656661.jpg

http://www.arcor.de/palb/alben/67/3967867/400_3964303335353765.jpg

http://www.arcor.de/palb/alben/67/3967867/400_3735353339353933.jpg