High Oil Consumption AFB Engine

Hello fellow enthusiasts,

I had already written that I have had increased oil consumption since the KGE (Klima, Getriebe, Elektronik) was replaced at the dealership (now 0.4 L per 1000 km). After I asked if they might have done something wrong, the response was 'it's probably the turbocharger' . If that were the case, the oil consumption would have had to be that high before as well. Especially, I have the feeling that the oil consumption is significantly higher during faster highway driving.

below
/viewtopic.php?t=1271&highlight=oilfiltermodule
The text mentions an oil filter module and a damaged leaf spring. Does anyone happen to have a diagram showing how the oil filter module is constructed? How can the valve be replaced/checked? And, most importantly, how does the oil get into the intake manifold (since the oil filter and intake manifold aren't directly connected)?

I've been struggling with the search function for days. I remember seeing a post with pictures about the cyclone separator for the 132kW version, which fits in the AFB (Air Flow Box), but I can't find it anymore. If that's installed, it should ensure that no oil gets into the intake manifold via the KGE (Kurbelgehäuseentlüftung - crankcase ventilation). I just hope the people who installed it didn't forget to put the filter in the KGE.

'In my repair manual, it states that the AFB and AKN components should only be checked for pressure up to a certain engine number, specifically for vehicles with 60,000 km. What was installed in the later models (perhaps some kind of cyclone oil mist separator)?'

Best regards, Manuel.

Yes, the cyclone oil separator. I'm just wondering why you didn't install it right away!

The pressure control valve closes the connection when there is a low vacuum in the intake manifold.
from the oil separator to the cylinder block. When there is low vacuum in the intake manifold, it opens.
by the power of the pen.

You can install the cyclone separator module directly into the 110kW model!


Regards,

Manuel.

Hi, am I understanding the schematic diagram correctly, that there is a connection from the oil filter to the ventilation system? If so, why?

Hello Manuel ,

'Thank you, that's exactly what I was looking for. It would explain why the oil consumption has only been high since the change. Furthermore, if I understand correctly, it could also explain why oil consumption might be higher on highway driving compared to everyday use and short trips. In highway driving, with higher engine speeds, the oil pressure and volume increase, which means a larger portion of the oil can escape through the crankcase ventilation system. This effect could be amplified if the filter is new and has low resistance.'

I bought the car new back then, and I didn't have the time or desire to tinker with it.
It has taught me a lesson. I've been to the repair shop three times in my life (for the AC, power windows, and a faulty air filter). It cost a fortune and caused a lot of trouble. So, I've decided to embrace the 'do-it-yourself' mentality.

'There's one more thing I'm curious about: Does the oil filter have its own oil return line, or does it primarily rely on the pressure regulating valve for oil return? And if the pressure in the intake manifold is high, would that theoretically prevent the crankcase from being properly ventilated?'
Is this item a complete unit, or does it consist of multiple part numbers?

Best regards, Manuel.

'Am I right in thinking that V6 TDI engines would have fewer or less severe problems with soot buildup in the intake manifold if the particulate filter is installed? Because, if that were the case, you could also install it in 1.9 TDI engines and eliminate that problem, or have I overlooked something fundamental?'

Best regards, WarLord.

Hello Manuel:D,


'There's one more thing I'm curious about: Does the oil filter have its own oil return line, or does it primarily rely on the pressure regulating valve for oil return? And if the pressure in the intake manifold is high, would that theoretically prevent the crankcase from being properly ventilated?'
Is this item a complete unit, or does it consist of multiple part numbers?

Best regards, Manuel

I already mentioned it above. It closes when there is high vacuum pressure. Otherwise, it would suck out the oil and not allow air to escape.

@ Warlord

'99% of all oil vapors should be separated by the cyclone separator! Retrofitting is not a problem for the 110hp V6 TDI engine, but it might be difficult for the 1.9L engine because the complete unit is only available.'

@christians

The oil pressure closes the valve against the spring!

Regards,

Manuel.

Manuel Thomas wrote:

The oil pressure closes the valve against the spring!

Why is the pressure difference between oil pressure and intake manifold pressure used instead of the pressure difference between atmospheric pressure and intake manifold pressure? Is the goal to ensure that the valve closes at high engine speeds due to the higher oil pressure?

I watched the whole process live today. My question is: Can the module be removed without having to remove the fuel injection pump, or do I have to completely disassemble it? I'm not sure how far the module extends into the engine. The screw underneath the fuel injection pump might be loose. Perhaps it can be removed at a slight angle. However, if I have to remove the fuel injection pump, it's obviously a huge amount of work...


I still haven't quite understood one thing. What happens to the KGE (Kondensatgasentlüfter) at full load? Theoretically, the KG (Kondensatgas) shouldn't need to be vented anymore at that point, right?

Best regards, Manuel.

Hello everyone,

I still have the exchange or replacement of the heat exchanger ahead of me.
Does anyone have the part number for the cyclone separator?
Does anyone know if the effort required for the conversion is much greater than repairing the standard version?

Regards,

DENNIS

Hello Dennis,

'Haven't you been having this problem since October of last year?'
Surely, your undercarriage should be very well protected against rust by now, right?


Best regards, Manuel.

Hello Dennis,

'Haven't you been having this problem since October of last year?'
Surely, your undercarriage should be very well protected against rust by now, right?


Best regards, Manuel

yes

I've been putting this off for a very long time. I'm still hoping for a solution involving renovations. But apparently, no one seems to know exactly what's needed or what needs to be done.
I was reluctant to simply have it repaired, as it might reappear sooner than expected. I much prefer the idea of a complete overhaul. However, no one at Audi seems to know about this possibility...

Hello,

After having driven from Italy and back over the last 14 days, I can make precise statements about the oil consumption. For 400 km at speeds between 150-220 km/h, 1 liter is consumed .
800 km to 100 km/h, full. Oil level difficult to check. After standing for 3 days, approximately 500 ml above the maximum level. After driving 2 km, it's half full. After standing for 1 hour, it's normally full. It seems like the oil filter is emptying when the vehicle is left standing for a long time. My plan is to replace the oil filter module and the turbo. Unfortunately, no one has been able to tell me whether the fuel injection pump really needs to be removed, or if the module can be replaced without removing it. Does anyone know how it's connected to the engine's oil channels? Is it connected via a rubber seal?

Best regards, Manuel.

Hello fellow enthusiasts,

To wrap up the topic. Today, I redirected the coolant (KGE) into an oil container. After driving 80 km, the engine went into limp mode. I opened the hood. Oh dear. There were 400 ml of oil in the container.
'About 200 ml of oil leaked out in the engine compartment. I didn't realize that the turbocharger could produce so much air under full load that it would spray the oil everywhere, but it doesn't matter. However, I think the oil consumption issue is now understood, especially why the oil consumption is so high only at high RPMs. How is the air from the turbocharger accounted for in the mass airflow measurement? It seems like quite a bit. After the change, I'll quickly describe the work involved, for those who also want to install the oil separator.'

Best regards, Manuel.

Hello fellow mechanics,

To wrap up the topic. Today, I redirected the coolant (KGE) into an oil container. After driving 80 km, the engine went into limp mode. I opened the hood. Oh dear. There were 400 ml of oil in the container.
'About 200 ml of oil leaked out in the engine compartment. I didn't realize that the turbocharger would produce so much air under full load that it would spray the oil everywhere, but it doesn't matter. But I think the oil consumption issue is now clear, especially why the oil consumption is so high only at high RPMs. How is the air from the turbocharger accounted for in the mass airflow measurement? It seems like quite a bit. I'll describe the work I did after the oil change for those who also want to install a cyclone separator.'

Best regards, Manuel


Hello Manuel,

I am very happy that someone is finally taking the initiative and wants to write something about the conversion to a cyclone separator. Although I don't have the same amount of oil coming from the geothermal heat exchanger, I have also been struggling for a longer time with the troublesome oil leakage from various seals due to the high internal pressure of the geothermal system .
Since I don't want to take it to Audi, and as a 'non-professional mechanic,' I don't feel confident enough to do it myself, I wanted to have my friendly and usually very helpful independent garage do it. However, I was missing the instructions and information about which parts or modifications would be necessary.
Otherwise, in 3 weeks, I would have to bite the bullet and simply have the clogged filter of the EGR system replaced... and hope that it actually solves my problem .
I would be very grateful if you could write about the renovation (process, parts, etc.) here soon.

Regards,

DENNIS

Hi,
Does this also mean that, contrary to what was previously stated, the high internal pressure doesn't force the oil through the labyrinth seal of the charger, but rather that the KGE gases, due to an unfavorable design, always carry an unusually large amount of oil with them? A clogged or defective filter can then no longer separate the oil, allowing it to enter the intake manifold.

@ Christian

'In my case, the effect was exactly the opposite. When the filter was clogged, I didn't consume any oil. However, I had 25 mbar of pressure in the crankcase. With that pressure, neither oil nor exhaust gases could escape from the crankcase. By changing the filter, the oil can now flow better. However, if the oil filter module is working correctly, this should only happen in small amounts. I just read somewhere that the oil is also needed to lubricate the valves, which I find hard to believe.'

Best regards, Manuel.