Chip Tuning: No Increased Wear Detected!

You always read horror stories about chip tuning!

As a very satisfied Chipper user, and wanting to make another expensive investment, I was interested in the condition of the engine!

The engine has now reached 231,030 km, and it has a... - chip installed! It also has a large turbocharger, and soon it will also have the larger fuel injectors!

So, I sent my engine oil to Wearcheck for analysis!

But read for yourselves:

http://www.edv-schreiber.at/audi4ever/fdb/pics/489_e58e2d9c750a7e7de317260d2e15ccb5.jpg

The engine has completed 80% of its total mileage on the highway, at speeds above 3000 RPM!

So, not exactly engine-friendly!

CONCLUSION: Proper chip tuning doesn't cause damage; if something breaks, it would have likely broken down anyway in its original state!

Regards,

Manuel.

Hello Manuel,
What is the cost of such an oil analysis?

The question is, how meaningful is that, really?

Sure, here is the translation of the text from German to English:

'MFG' is an abbreviation for 'Mit freundlichen Grüßen,' which means 'Sincerely' or 'Best regards' in English.

The oil analysis should provide some information about the wear of pistons, piston rings, etc. After all, the oil collects all sorts of deposits that are generated, for example, by the wear of the piston rings.

Is this analysis set 2?

It costs almost 75€, but you always spend so much money on useless things, so an extra 75€ doesn't really matter!

Now I know that I don't have to worry about having to deal with any expensive repairs anytime soon!

Here's the second part of the writing; maybe someone can make sense of it. I can't.

http://www.edv-schreiber.at/audi4ever/fdb/pics/489_a988650532c471b9be4d135aa9e7a123.jpg

Regards,

Manuel.

These analyses must be quite reliable.
You can get a very accurate picture of where wear is occurring in the engine by analyzing the individual metals present in the oil. Pistons are made of aluminum, the rings are made of a very hard material, the bearings are made of a soft metal, and so on. Each component leaves its own distinctive traces in the oil.

Unfortunately, the support rollers and the timing belts are not included .

And what is in my engine, made of lead and molybdenum?

Regards,

Manuel.

Oh, guys...

Click on www.wearcheck.de and then on 'knowledge from A to Z'.


In each WEARCHECK laboratory report, the section 'Additives' lists the metals that are present in the lubricant as chemical compounds. A quantitative comparison of the used oil values with the additives present in the fresh oil provides indications of additive degradation.
However, it should be noted that these elements were not only added to fresh oil as organometallic additives to improve certain properties during oil production. In some cases, they may have entered the oil through a completely different process. If the additive information in the laboratory report differs from the expected values, WEARCHECK engineers will comment on the reason for such a discrepancy.
The components that are used as additives and can be detected using atom emission spectroscopy (AES) are listed in the following overview. This overview describes their mode of action and indicates how they can enter the lubricant, even if they are not included in the additive package.

Lead.
Previously, it was mainly added to gear oils as a wear protection agent. Today, it is no longer used as an additive! It is a component of plain bearings and non-ferrous metal alloys (bronze), as well as soldering alloys.

Molybdenum.
EP-Additive in Form öllöslicher metallorganischer Verbindungen oder als feststoffhaltige, dunkelgraue MoS2-Ölzusätze. Zur Reduzierung von Reibung (Friction Modifier) und Verschleiß. Metall aus hochfesten Legierungen, z. B. Kolbenringe.

Potassium.
Mostly not an oil additive, but rather an additive for aqueous media, such as antifreeze glycol, coolant, and metalworking fluids. It is also found in de-icing salt and tap water.

Bor.
To improve engine cleanliness. Often used as an emulsion or coolant additive. An alloying component of 'glycol.' Added to gear oils for specific friction characteristics.

Magnesium.
Improves the thermal stability of hydraulic and engine oils. Increases the total base number (TBN) of engine oils. Less commonly: Hardening agent in tap water (in addition to calcium).

Calcium.
Detergent additive, particularly used in diesel engine oils and hydraulic fluids (HLP-D). It also improves thermal stability. Sometimes, 'lime dust' can be found on construction sites or in cooling and tap water.

Barium.
To improve the properties of engine oils. Detergent and dispersant action in engine oils. Friction modifier in automatic transmission fluids (ATFs). As a barium complex soap, it is a component of high-temperature greases or assembly pastes.

Phosphorus.
It is found in almost all 'alloyed' or additive-containing oils. The most well-known extreme pressure (EP) additive (often in combination with zinc or sulfur). It reduces wear and prevents 'scoring.' It causes abrasion of bonded or phosphated surfaces.

Zinc.
Wear-reducing high-pressure additive. Simultaneously reduces friction. Prevents abrasion from zinc-containing components, paint coatings, or hose materials. In the case of ester oils (bio-oils), galvanized components can be affected by hydrolysis.

Sodium.
Typically, contamination occurs in the form of road salt or through salty air near the sea. It is an additive in water-based liquids. It is a component of tap water. It is a corrosion inhibitor additive in oil or antifreeze (protects non-ferrous metals).

Silicon.
Prevents foaming of lubricating oils (anti-foam silicone additive). In most cases, however, it is dust from the environment. In gas engines, it can also come from the gas condensate. It can also be caused by wear from silicone seals, residue from silicone greases or release agents.





Sure, here is the translation of the text from German to English:

'Cu Gremlin'

oh guys...

Click on www.wearcheck.de and then on 'wissen von a-z'.

uupps


Molybdenum.
EP-Additive in Form öllöslicher metallorganischer Verbindungen oder als feststoffhaltige, dunkelgraue MoS2-Ölzusätze. Zur Reduzierung von Reibung (Friction Modifier) und Verschleiß. Metall aus hochfesten Legierungen, z. B. Kolbenringe.

Cu Gremlin

So, it seems I have a slightly higher rate of piston ring wear! But it appears to be within acceptable limits, otherwise I would have definitely received a warning!

Thank you.

Regards,

Manuel.

I wouldn't attribute it solely to increased piston ring wear, especially because molybdenum can also be an oil additive. If there were increased piston ring wear, other values would likely be elevated as well, as the compression might decrease. I think the mechanics probably would have mentioned something about that to you.

Hello!
I suppose that if the piston ring wear is high, the amount of soot should be significantly higher, because the diesel fuel would bypass the piston rings. If we look at the soot content in your oil, it seems your piston rings are still in good condition, and the molybdenum is probably an additive in the oil.

Best regards,

Dominique.

And what is in my engine, made of lead and molybdenum?

Regards,

Manuel

Hello... what speed are you getting? 2000-4000 RPM?

I have about the same.


Best regards, Mike.

Chitpuning 1.9 TDI 1Z, 66 kW, 180,000 km, manufactured in 1994.

In principle, we can offer you an increase to 115 horsepower. However, considering the age of the vehicle, I can no longer recommend the tuning. The car has already been driven for quite some time, so you should expect increased wear and tear. Ultimately, you will be in the best position to assess how much your car has been used and what the actual level of wear is.

XXX
cand. Business Engineer.
******** Engineering GmbH
Ernst-Abbe-Str. 4
56070 Koblenz

zpeedster wrote:

Quote: Chitpuning 1.9 TDI 1Z, 66 kW, 180,000 km, manufactured in 1994. In principle, we can offer you an increase to 115 horsepower. However, considering the age of the vehicle, I can no longer recommend the tuning. The car has already been driven for quite some time, so you should expect increased wear and tear. Ultimately, you will be in the best position to assess how much your car has been used and what the actual level of wear is. XXX cand. Business Engineer. ******** Engineering GmbH Ernst-Abbe-Str. 4 56070 Koblenz

They're just afraid that after 1000 km, the engine will fail, and the customer will be furious and demand a new one.
It's a different matter entirely whether the engine would have failed anyway after another 1100 kilometers, even without any modifications.
If the fuel injectors no longer produce a proper spray pattern or start to drip, then tuning can accelerate the process even further...

Everyone needs to assess for themselves how "done" their carrot is, and it's important to be aware that at 180,000 km, you should expect to encounter some defects.

Best regards, Rainer.

Quote:

candidate for a Master's degree in Industrial Engineering

Haha, that's a student who's writing the emails.

I'm going to look for my email from ********... they actually responded with something different.

m;

EDIT: I can't find the email anymore.

But I bought the 1Z model on February 7th with 121,000 km, and yesterday I reached 155,000 km.

Over a year ago, ******** wrote that tuning would be possible if the initial state was acceptable.

Nowhere was the phrase "not recommended" or anything similar mentioned.

I don't find such an analysis to be very informative, because the wear on the engine is less critical than the wear on the transmission/clutch and/or turbocharger, as well as other attachments... The engine block can withstand the most stress, as it is also available in other configurations.
I hope I have been of help.
Sincerely,

XXX


'This was the response I received after I inquired about the wearcheck oil analysis.'

Hello... what speed are you getting? 2000-4000 RPM?

I have about the same.


MFG Mike

From 54 km/h to 108 km/h!

And what about you?

Regards,

Manuel.