Turbocharger damage or not?

Hello everyone,

'Recently, I've been experiencing issues where the check engine light comes on every 1500-2000 kilometers, and a mass airflow sensor error code is being stored.'
In this process, the air mass almost collapsed to zero.

I pressure-tested the intercooler system with 1 bar and it was leak-free. I then replaced the mass airflow sensor (MAF) and finally the wiring harness to the MAF.
The error could not be located.

This weekend, I completely disassembled everything, cleaned the AGR valve and shut-off valve, etc.
I found the problem: a faulty hose clamp on the turbocharger!
The clamp appeared to be properly secured, but it could be loosened by hand.

Apparently, under certain flow conditions, the turbocharger was drawing air directly from the engine compartment.

Now, I've taken a closer look at the turbocharger.
The shaft has no axial play, and there are no visible clamp marks or scratches on the housing. The intercooler has oil in it, but not too much.

However, what can be observed is that the blades are wearing out directly at the point of impact.
Is this normal given the mileage, or is it something to be concerned about?

Best regards, Stefan.

It's definitely not normal!
Will the consequence be that he inhaled unfiltered air directly from the engine compartment?

Normal is das keineswegs!
'Normal' is definitely not the word for it!
Will the consequence be that he inhaled unfiltered air directly from the engine compartment?
He probably inhaled polluted air for quite some time...

Thanks in advance for the opinions; I was expecting that.

The error first appeared approximately 6,000 to 8,000 kilometers ago.
There was no noticeable significant drop in performance at any point.
Sometimes it was a bit jerky when starting and accelerating, but I attributed that to the DPF regeneration cycles.

My first step was to check the charge air cooler for leaks.
Interestingly, the pressure remained relatively stable for a long time at a test pressure of 1 bar.

Can the turbo be driven like this? Or is the risk of the blades breaking due to imbalance too high?
That shovel is already quite bent.
Furthermore, the question arises as to how well the engine's compression is maintained if it has ingested foreign objects.

You can definitely tell that the turbocharger doesn't build up pressure until quite late; it starts kicking in around 2100 RPM.

I wouldn't put any more strain on the charger and would replace it to avoid bigger problems. If you're already saying that the shovels are deformed...

I see a distortion in the image at approximately the 2 o'clock position.

The question is, what do you see there?

I observe this "distortion" on each of the shovels where the exposure allows it. That's why I don't think it's caused by a foreign object.
However, it appears that the distance to the charging enclosure is also greater at the outer edge, towards the housing. At least, my screen shows a black area with white pixels there.
In any case, the blades have been worn down along their upper edge, towards the intake tract, due to small foreign objects. These damages should also be present on the underside of the blades and could vary from blade to blade. Here, I see the biggest problem, which is the risk of imbalance.
On the other hand: if you've been using it for a long time and the amount of dirt being sucked up isn't excessive, the small damages will be distributed relatively evenly across all the blades. In Russia and Africa: keep going! Here and with the right change: start over!
I am unable to translate "haithamina" because it does not appear to be a word or phrase in the German language. It may be a misspelling, a proper noun, or a term from a specialized field. If you can provide more context or clarify the intended meaning, I would be happy to assist you with the translation.

The shovels have already served as meat grinders.
The largest pieces were ground up, so the combustion chambers were likely...
I've mostly seen a lot of small dirt and dust.

Conclusion:
First, check the compression on all the cylinders!

If the compression is uniform and within the acceptable range,
AND
If you still want to keep the vehicle for a while,
=> then replace the charger.

If neither of the two conditions occurs,
Then head towards Africa with it, and that's it.

PS: I was once on official business in Morocco and saw how our old taxis were being sold off by the millions. Rewind the kilometers.
Considering the kind of junk that sometimes passes as motor oil, and the fact that not all parts are welded...
When parts are defined as 'new,' then cars that we've sold still have a second and even a third life ahead of them!

The appointment for the compression test has already been scheduled. Let's hope for the best.
The engine is running very well.
I have to drive almost 400 km every day. The new, tight seal is a completely different experience compared to before.
The turbo's spool-up behavior has changed, and I think the VTG control has been adjusted.

I've already found a new turbocharger.
I'm considering upgrading to the KKK BV34-109 turbocharger, which is used in the 170PS engine.

Selling or exporting is not an option.
It's a car that's too well-maintained, too new, and too well-equipped for that.

Quote:

An appointment for a compression test has already been scheduled.

I wouldn't have done that, because it requires removing the spark plugs, which poses a certain risk. If the idle speed control is working correctly and the engine isn't consuming oil, it should be fine.

The probability that foreign objects have damaged all four cylinders equally, and that this would not be detected in measurement block 13 by the engine control unit, is quite low.

Quote:

I'm considering upgrading to the KKK BV34-109 turbocharger, which is used in the 170PS engine.

Quite a bad idea, as the control system is completely different, and you would have to invest a lot of time in modifying the engine control unit software for the car to function properly. Furthermore, it doesn't have a BV34 turbocharger installed, but rather a BV43.

Best regards, Rainer.

Okay, I just came from the local veterinarian's office.

The idle speed control is already indicating a problem.

Cylinder 1: +0.21
Cylinder 2: -0.66
Cylinder 3: -0.26
Cylinder 4: +0.68

But that could also be caused by the PDEs.
To get some clarity, I think I'll probably have a compression test done after all.

Quote:

The idle speed control is already indicating something isn't right. Cylinder 1: +0.21 Cylinder 2: -0.66 Cylinder 3: -0.26 Cylinder 4: +0.68

The search function would have told you that those are perfectly normal values.

Okay, I just reread the article, and you're right.
I had a threshold of +/-0.3 in mind.

Alarmingly, the Audi mechanic also confirmed that the values were not good.

I've now found a company that will replace the compressor impeller and the radial bearing for me.

Should be 195€ inclusive. Shipping and handling charges apply.
There is a 'Wuchtprotokoll' available for that.

What do you think about it?
You often read online that Garret does not overhaul VTG turbochargers, and that spare parts are also not available.

voodoo wrote:

I now have a company that will replace the compressor impeller and the radial bearing for me. Should be 195€ inclusive. Shipping and handling charges apply. There is a "Wuchtprotokoll" available for that. What do you think about it? ...

Based on my experience, it's probably not very common, but at least with your car, the turbocharger is very easy to replace because everything is easily accessible. There are too many amateurs in this field, which makes it difficult to establish a reasonable and sustainable business model, as every promising idea risks being lost in a sea of mediocrity.
Actually, setting it up correctly with the right tools isn't that difficult, and you'll be able to tell if the VTG has been adjusted properly.

Best regards, Rainer.

voodoo wrote:

I now have a company that will replace the compressor impeller and the radial bearing for me. Should be 195€ inclusive. Shipping and handling charges apply. There is a "Wuchtprotokoll" available for that. What do you think about it? Online, you often read that Garret does not overhaul VTG turbochargers, and that spare parts are also not available.

Try it out, you'll have to live with it. It's better than continuing like this. There are plenty of spare parts available, especially those made in China. However, I would also recommend having the shaft connected to the turbine checked or replaced, as it may have worn down. A competent mechanic should be aware of this. Who is doing it?