Turbocharger Failure: What Replacement to Choose?

The turbocharger on my Audi 80 is faulty. Specifically, the shaft is no longer rotating freely, which prevents the exhaust flow from fully activating the turbo. At a manifold pressure of 1.1 bar, it stops working. This means there's a loss of 1 bar of pressure at maximum.

Okay, so a new turbocharger is definitely needed. But which one will allow me to fully utilize the increased power potential from the 0.216 injectors?
The Garret GT15 turbocharger is a standard fitment. The vehicle is an Audi 80 1.9 TDI Avant with 66 kW, manufactured in November 1994, and equipped with a 1Z engine.

"Who has experience, and what kind of modifications and additional interventions are absolutely necessary? Please share your help."

Most sincerely,
or
With deepest gratitude.

The turbocharger on my Audi 80 is defective. More specifically, the shaft is no longer rotating freely, which prevents the exhaust flow from bringing the turbo up to full speed. At 1.1 bar of intake manifold pressure, it stops working. Therefore, there is a lack of 1 bar of pressure in the maximum case.


You seem to be confusing something . 1.1 bar in the intake manifold would be typical for an AFN ~ series engine. 2.1 bar would destroy your GT15 turbocharger . However, the 'GT15' suggests a 1Z engine. In that case, ~1.1 bar would be a reasonable tuning boost pressure. If you want to avoid excessive power and maintain durability, or simply want to keep things as they are, you could reinstall a GT15. It can handle 1.1 bar .

I wanted to know what can be installed, not retrieve your incomplete and speculative interpretations. By the way, I provided the data (1z). Those who can read have a clear advantage.
Okay, I'll gather some information and then respond. I hate emoticons, but I'm putting two in for you. You've earned them.

Hello Carmina31,
If Mullemaus is already responding to your, what I also consider to be, overly dramatic story with strange expressions, you should take a look at who you're talking to. You don't earn karma just by posting a few comments...
Regarding the pressure, are you talking about 1.1 bar above atmospheric pressure, and you find that to be too low, so the turbo is broken? That's good if the shaft is stuck, okay.
"In my opinion, the intake manifold pressure is measured before the turbocharger, and at that point, the ambient pressure is approximately 950 millibars."
edit: you meant the intake manifold, so the manifold - of course, there's boost pressure there.

People want to prevent you from getting stuck with a faulty measurement and then just wanting a new turbocharger...
If you were running a chip and more LL setup with higher boost pressure, and it's now only 1.1 bar, you may have been pushing it too hard with up to 2.1 bar plus overboost, and they're trying to prevent another turbo failure.

So, please don't be so sensitive if you don't find the desired result in your first reply.

As a moderator: Everything without emoticons, as requested. And next time, if you can't manage to be more polite, your post will be deleted.

Hello Teileklaus,
Thank you for your input, but it doesn't really help me. It should be clear to everyone that my turbocharger is defective due to a sticking shaft.
Before I purchase a GT15 turbocharger from Garrett, I was wondering what larger turbochargers would also be suitable and what additional modifications would be absolutely necessary for that. I think it's clear from my question that I'm not looking for advice on fixing a problem.
We can certainly discuss topics related to turbocharger knowledge and things like intake manifold pressure and boost pressure, but I'm not really in the mood for that right now.
If there's no suitable part available for my request, I'll just buy a complete unit and the issue will be resolved. Unfortunately, I'm forced to get the vehicle running. I can always modify things later. Removing the turbo isn't a big problem, at least not for me.
I would appreciate well-founded knowledge. I don't have a particularly high opinion of chip tuning because the lifespan is significantly reduced due to extended injection times. Of course, this doesn't mean that modifications to the engine map are completely excluded, but only in conjunction with hardware upgrades.

Best regards,
WERNER

Hi,

Sorry, but if you want well-informed statements, you need to provide them yourself. The way the questions were phrased didn't really suggest that was the case.

Can you specifically translate this part...

Quote:

More precisely, the exhaust flow is no longer as free, which prevents the turbocharger from reaching its full speed.

...let's get more specific? How did you test it? Did you turn it with your finger?

The exhaust stream has considerable force. I highly doubt that the turbine rotor would simply remain intact or continue running slowly in that case. I think it would cause quite a bit of damage, potentially burning out the bearings (I have to write it like that, otherwise the forum changes it to "destroyed"), and who knows what else.

Therefore, it's important to ask specific questions about your pressure readings and how they were obtained from various helpful individuals. The VAST MAJORITY of people who make initial posts here state their pressure values as gauge pressure, where 1.1 bar would be perfectly acceptable. However, if they are referring to absolute pressure (i.e., + atmosphere), then that would not be the case. Since none of us know what level of knowledge you have, it's impossible for anyone to guess what you're trying to convey or how well-founded your statements are without asking for clarification.

Since everyone here tends to first rule out the cheap and simple things, a "broken turbo" is usually questioned because, as you can see (check the search...), it's often something else entirely.

Regarding your actual "problem": A larger turbocharger will only be beneficial if you also modify the software to allow for higher boost pressures. Without a software change, the engine control unit (ECU) will maintain the specified boost pressure, and that's all. A larger turbocharger will actually take longer to spool up, so you'll experience a larger turbo lag. If you want to provide the increased airflow that your larger injectors require, you need to modify the control system – either through chip tuning or by making drastic modifications to the feedback loop of the boost pressure, essentially tricking the ECU into thinking the boost pressure is lower than it actually is, so that the wastegate remains closed -> resulting in higher boost pressure. If you only want a little more power (as mentioned in Mullemaus' post), it's probably more sensible to stick with the smaller turbocharger and accept a small amount of turbo lag, rather than opting for a larger one with a larger turbo lag. For me, at least, the immediate responsiveness is much more important than the maximum power output.

Best regards,

Jan.

Hello Jan,
Thank you for the insightful tip, which is exactly what I was looking for.
I'll provide more details in a week, after I return from my work meeting.

Best regards, WERNER.