Particulate Filter Damage: Is It Inevitable?

Hello,

I believe that turbochargers are almost like wear-and-tear items.
I've found that it's usually only noticeable when you already have oil coming out of the exhaust.
So far, I've had my turbochargers reconditioned and fitted with new bearings by STK-Turbotechnik for €350.
You need to develop it further and submit it.
Previously, I always bought used vehicles that were likely not driven gently.

By what factor does the particulate filter (factory-installed filter) increase the risk of turbocharger damage?
I believe that at VW, the particulate filter and oxidation catalyst are sold separately. In the Octavia, they are combined into a single unit.

Now, a worn-out catalytic converter can also be harmful to the DPF (Diesel Particulate Filter).
Does the entire exhaust aftertreatment system need to be replaced in the event of a turbocharger failure?

That means that if the turbo fails, I'll lose several thousand euros immediately.
That puts the risk of chip tuning into a whole new dimension.

Please correct me if I'm wrong and reassure me!
Is there a service that can verschandeln a clogged exhaust aftertreatment system at an affordable price? Can the local dealership do it?

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By what factor does the particulate filter (factory filter) increase these turbocharger damages?

I think it's more likely due to the general quality of the chargers.
The KKK turbochargers on the 1.9 diesel engines seem to be quite prone to compressor wheel failures, regardless of whether they are installed on a DPF (Diesel Particulate Filter) engine or not. I haven't been able to identify any specific pattern related to this issue so far.

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At VW, I believe the filter and the catalytic converter are available separately. In the Octavia, it's a single unit.

VW typically uses catalytically coated DPFs, meaning the catalytic converter and DPF are combined into one unit. I'm not entirely sure about the Sharan with its additive filter system; it might be separate in that case, as an underbody filter like the one found on some Peugeot 307 models is a possibility there.

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Now, a worn-out catalytic converter is also harmful to the DPF.

Sure, that will make it more difficult to reach the temperatures necessary for regenerating the DPF.

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Does the entire exhaust aftertreatment system need to be replaced if there is turbocharger damage?

Not necessarily. It only happens if the DPF has been completely "flooded" with oil, or if debris or shavings have entered it.
Similarly, if the engine unexpectedly revved up due to oil accumulating on the fresh air side.

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That means that if there's a turbo failure, I could lose several thousand euros immediately.

It depends on luck, good or bad.

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The risk associated with chip tuning is now on a completely new level.

When it comes to the thermal stress on the turbine wheel and the variable geometry turbine (VTG), that's definitely a factor.

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Please clarify things for me and reassure me if I'm wrong!

Don't bother me, something can always break, and considering how complex DPF vehicles are built, it actually works relatively problem-free .

You're talking about wanting to replace your "chargers" – would you like to elaborate? I haven't had a single defective one in my TDI experience so far, although mine has only been running for 280,000 km. Could it be that there's another problem with your car?

For me, a turbocharger is not a wear item. At most, it's a component like any other that can eventually fail.

So, my first turbo failure was on my Volkswagen Golf 3, with the AAZ engine.
Okay, I might have exaggerated a bit there. Intercooler, oil cooler, boost pressure increase from 0.6 to 1.1 bar.
At 118,000 km (of which 40,000 km were modifications that I drove very carefully), the turbocharger started pumping oil into the exhaust.
I had this loader built for 600 Marks back then. It continued to operate reliably, even exceeding 190,000 kilometers, at which point I sold the vehicle.

The second one was my Ibiza AFN. I didn't modify it at all, but it had a questionable history. It had several previous owners who were in their late teens (which isn't always bad, but in this case, it wasn't good), especially in its early years, but it was cheap. At 189,000 km, it blew up. I don't know if it ever had a chip tune or not.

Okay, here's the translation:

'I now have an Octavia with a BLS engine. The car was a dealer's demo vehicle for 10,000 km and came to me 9 months ago. It was essentially prepared for me... It now has 35,000 km on the odometer. For the last 10,000 km (it started suddenly), the turbocharger whistles (more like a whooshing sound) between 1500 and 2000 rpm. During this time, I've noticed a decrease in performance. It's so loud that people turn around, and I've already adjusted my driving style to avoid that RPM range as much as possible, minimizing the noise.'
I don't think this loader will last for 100,000 kilometers (or miles).

I have complained multiple times. The took it on the highway once and said that it doesn't whistle. Of course, it's in the wrong RPM range on the highway. He didn't want to let me drive.
I'm going to sell the car!

I've now ordered an Octavia Scout 2.0 CR TDI (140 hp). Finally, a brand new car. I drive gently and take care of the materials, and I know how to treat a turbocharger. I want to do everything right here, but I'm also interested in chip tuning.
I think the engine has some reserve power. But I'm worried that a turbo failure in this vehicle could be much more expensive than with my previous cars. On one hand, chip tuning puts more strain on the turbocharger, and on the other hand, I might not get as much goodwill from Skoda. This means that the tuning won't cost 800 euros anymore, but 3000.

Assuming that minor issues like leaky LD piping or even a leak in the cooling water system are excluded, what else could be the cause?

Why not just buy one with 170 horsepower directly, if the desire for performance is so strong? Then you can be satisfied. The engines (110/140/170) have surprisingly much in common (ignoring the fact that some don't have AWM or a 5-speed gearbox). The 140 and the 170 differ by a ridiculous detail...the turbocharger .

Matthias,

I believe the Scout is not available with the CBBB.


Martin,

If you've just gotten a new Scout, drive it carefully, and the BLS (likely referring to a specific maintenance item) is probably already taken care of, why even think about it? (That's why I didn't write anything about the BLS - mine works perfectly with 128,000 km). All your previous cars were driven hard, according to your descriptions, but you clearly aren't doing that.

Your question sounds something like this .
"My friends are constantly breaking their legs because they're skydiving without a parachute. My only sport is chess, am I also at risk?"

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

Then I have another question to ask.
If I were to have the car's engine remapped by MTM, and then tow a 1500 kg caravan on vacation, without exploiting the extra power, but instead cruising at 90 or 100 km/h in fifth gear on flat roads:

Will this happen with a significantly increased boost pressure?
You can also reach speeds of 90 or 100 km/h in fifth gear without any modifications.

I assume that, for the sake of responsiveness, even at partial load, the ventilation system (VTG) is configured to always have an excess of air available. After all, one might want to accelerate quickly.
I don't need overly responsive handling when I'm cruising for hours with the caravan and cruise control enabled. What I would like is a 'totally relaxed' button that lowers the turbo boost to eco mode.

I already asked this question to MTM, but they are not responding.
They have never responded when I've tried to be technical.

Martin L. wrote:

I assume that, for the sake of responsiveness even under partial load, the VTG (Variable Turbine Geometry) is set up in such a way that there is always an excess of air available. After all, one might want to accelerate quickly. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. I already asked this question to MTM, but they are not responding. They have never responded when I've tried to be technical.

Either because they suspect know-how espionage, or because they don't really know what they are putting into their (TDI) customers' MSG. Choose whichever explanation you prefer to believe.

Martin L. wrote:

By what factor does the particulate filter (factory filter) increase these turbocharger damages?

Certainly, there is some additional stress that cannot be ignored, as the charger must withstand significantly higher temperatures during active regeneration cycles. This is in addition to the normal full load conditions. However, without any modifications ("tuning"), this should be accounted for in the design of the charger and therefore should not affect its lifespan.

Regarding chip tuning with a DPF (Diesel Particulate Filter), I have my own opinion on the matter. I would rather opt for a more powerful engine from the factory or leave it as it is.

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At VW, I believe the filters and Oxicat are available separately. In the Octavia, it's a single unit. VW usually uses catalytically coated DPFs, so the catalytic converter and DPF are combined into one. I'm not entirely sure about the Sharan with the additive filter system; it might be separate there, as I think it could have an underbody filter like the one on the Peugeot 307.

Currently, separate components are being used again, but housed within a common casing. The catalytically coated Diesel Particulate Filter (DPF) apparently hasn't proven effective. The catalytic converter is located upstream of the DPF and, during regeneration, converts the multiple fuel injections into heat for the DPF.

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Does the entire exhaust aftertreatment system need to be replaced if there is turbocharger damage?

It depends on the specific case. If the loader has been consistently feeding a certain amount of oil into the catalytic converter over time, it's essentially the same as having a constantly (uncontrolled) increased fuel injection rate – which can cause the catalytic converter to overheat.

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That puts the risk of chip tuning into a whole new dimension.

In addition to what has already been said, I would also expect more frequent regeneration cycles. An increase in performance in a turbocharged engine cannot rely on an infinitely large boost pressure, so there will be a tendency to approach the soot limit, which, along with the already higher injection quantities, further increases raw emissions and is beneficial for the DPF (Diesel Particulate Filter).

When I think about the BLS (boost pressure sensor), I also suspect a leak in the charge air system. However, that should be relatively easy to find.

Martin.

Take a look at the hose connected to the reservoir above (in some BLS systems, it might be a curved section instead of the accordion-like one shown here).

Is it properly seated? Is the seal intact?

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HOW DOES THAT EVEN HAPPEN?

Deus Violentia wrote:

HOW DOES THAT EVEN HAPPEN?

Can it be assembled with the clamp locked?

Thank you for the information.

I've also been looking into the issue with the leak in the charge air cooler. However, I will search the entire route again.

What's driving me crazy is this: I still have warranty coverage. A second dealership canceled my appointment. They seem to have contacted the first dealership about it. That's completely ridiculous.

Deus Violentia wrote:

HOW DOES THAT EVEN HAPPEN?

Factory-fresh!!!

Whenever I see a VW, I always take a look at it. The same goes for this 3C BMP.
He had just returned (the day before) from an inspection... and the upper coolant connection was oily.
So, I've marked the location and found what was photographed there.
Great performance, right?

Since the BLS uses an arc instead of an axial bellows, there are even more forces acting on the connection, which can counteract it or make it difficult to connect. This is perfect for creating turbocharger air leaks.


Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

dieselmartin wrote:

Deus Violentia wrote: HOW DOES THAT EVEN HAPPEN? Factory-fresh!!! Whenever I see a VW, I always take a look at it. The same goes for this 3C BMP. He had just returned (the day before) from an inspection... and the upper coolant connection was oily. So, I've marked the location and found what was photographed there. Great performance, right? Since the BLS uses an arc instead of an axial bellows, there are even more forces acting on the connection, which can counteract it or make it difficult to connect. This is perfect for creating turbocharger air leaks. m;

Ugh .

Does it have a front linkage?

Yep, everyone (I thought).

At least the following models have it: 3C BMP, 3C BMR, 3C BLS, and 1K BLS.

Here you can see the "arch".
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