Turbocharger Failure: Oil Filter Causes Damage

Yesterday, the turbocharger on my Golf IV PD with 130 horsepower (ASZ) engine, manufactured in July 2001 and with approximately 74,000 km, failed. The workshop discovered today that, mysteriously, about 2 liters of high-quality synthetic oil had also disappeared. Since I've been using an auxiliary oil filter since I bought the car, it's naturally VW's suggestion that this filter is to blame for the turbocharger failure. I would like to know if anyone else in this forum has experienced the same thing, and I am grateful for any knowledgeable answers.
I would also appreciate it if someone could offer some advice on how to proceed with Volkswagen and the specialized workshop.
I will be there tomorrow when the oil is being changed. Unfortunately, they already added 2 liters of new oil today. I will also have the filters replaced and keep them.

Regards,
Andreas.

Hi,

How far did you drive after the damage occurred until the 2 liters of oil were used up?
If the impeller shaft breaks (which can sometimes happen even with brand new chargers, as it did with mine), most of the oil used for lubricating the impeller will flow directly into the intake manifold, and that's a lot of oil.
I used up more than 2 liters in less than 3 kilometers.
While I don't have much faith in bypass oil filters, I believe that if installed correctly, this particular component shouldn't be the cause of the damage.
In my opinion, they're just looking for someone to blame.
Consider writing a polite letter to the Volkswagen sales center (you can find their address on the Volkswagen website) expressing your disappointment with the quality of your vehicle, while also stating that you would still like to purchase vehicles from Volkswagen in the future.

If the impeller shaft is broken and machining has been performed on the compressor wheel, you should replace the intercooler (yes, discard the old one if you plan to keep driving the car for a while, as there are now a lot of metal shavings inside).
A thorough cleaning is sufficient for the intercooler pipes. If the engine hasn't suffered any damage (a compression test is recommended), it should last a long time.
The catalytic converter might be failing due to excessive oil buildup. If Volkswagen is offering compensation, it's probably better to replace the catalytic converter and exhaust system entirely.

Please let me know if my suspicion about the broken loader shaft is correct.

Best regards, Rainer.

I agree with Rainer, but I would like to add that the oil pump also needs to be able to handle the increased pressure of the NSÖF (presumably a specific system or component). This could potentially lead to problems with sufficient oil supply to the turbocharger.

Hello,
Thank you for the quick responses. From the turbocharger failure to the vehicle stalling, it was less than 1 km of driving distance. I only noticed that my vehicle was smoking heavily when I got to the parking lot. However, the blue smoke clearly indicated that oil was burning somewhere. There was also a strong smell of burnt rubber in the engine compartment.
I'm not sure about the excessive pressure caused by the NSÖF that the oil pump has to work against. But wouldn't the engine have suffered damage sooner in that case?
At least it lasted for about 74,000 kilometers.
According to the workshop, I will receive a new turbocharger as a replacement. If the defective one is removed tomorrow, I will be there to watch. However, I will no longer have the engine oil drained. An analysis now wouldn't provide a reliable result about the oil quality since it has already been mixed with 2 liters of fresh oil.
I'm certain that if the loader shaft is broken or there's another material failure, it's certainly not solely due to the oil.
Hopefully, the missing 2 liters of oil will be found during the dismantling process tomorrow. They have to be somewhere.

Greetings.
Andreas.

I agree with Rainer, however, I would like to add that the oil pump must also be able to handle the increased pressure of the NSÖF. This could potentially lead to problems with sufficient oil supply to the turbocharger.
hi,
That is incorrect.
It's called a leakage current filter.
It will be installed like that.
a portion of the main current is diverted and passes through the filter.
That's exactly why I haven't installed one yet.
There's actually a testimonial that discouraged me.
The connection is made via a T-connector located between the oil pressure switch and the main filter.
In the aforementioned case, an adapter piece with a hole that was too large was installed.
'This then resulted in a situation where, above 2000 RPM, there wasn't enough pressure, and the oil warning light came on.'
The problem was solved by simply installing an adapter piece with a smaller hole.
That is to say, there isn't a valve inside that regulates the flow through the bypass filter.
a precisely drilled small hole that regulates the flow.
It's even stated in the manufacturer's description.
For me, it's unacceptable because it's essentially just a more or less experimental solution.

It's possible that, in your case, the oil pressure is lower than normal, but still just within the acceptable range, so the warning light doesn't come on. However, this low pressure might not be sufficient to properly lubricate the turbocharger over time.

but it could also have nothing to do with the leakage current filter and simply be a coincidence.
Because it occasionally happens that a turbocharger fails.

greetings

It's conceivable that, in your case, the oil pressure is lower than normal, but still just within the acceptable range, meaning the warning light isn't coming on, but the pressure wasn't sufficient over time to properly lubricate the turbocharger.


Did I claim anything else?