PSA: Dead 4.0 TFSI Turbos? Possible Source.

[Arin@APR]

http://www.goapr.com/news/wp-content/uploads/2018/06/40turboscreen.jpg

As these engines are starting to age, we've started to notice a few turbos letting go on the forums. We had a chance to tear into one in the shop and noticed the oil feed line screen was extremely clogged to the point oil could not longer easily pass through. It's possible this is causing an oiling issue in the turbos, and thus their final demise. We'd suggest anyone with higher miles have these serviced.

[Fociracr]

Where exactly are these located, I'd love to pull mine and inspect them.

[shoe3k]

Where exactly are these located, I'd love to pull mine and inspect them.

This x2. I'm curious to check as well.

[blinx9900]

I wonder if the suggested 10,000 mile oil change interval be a factor?

[Cris_OO7]

Where exactly are these located, I'd love to pull mine and inspect them.

Unfortunately Audi placed this critical part in a not so accessible place. Its under the the turbos under the oil separator inside the oil module.


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[NardoRS7]

I wonder if the suggested 10,000 mile oil change interval be a factor?

I’ve always been suspicious of a 10k mile oil changes on forced induced platforms. Especially tuned cars running higher boost.

[Arin@APR]

I would highly recommend against 10k oil changes. 5k is cheap insurance. Just do it. Especially if you modify the engine.

[Hofahome]

I wonder if it is best just to remove it completely


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[15 Phantom S6]

Why is this screen needed? Shouldn't the oil filter capture everything that needs to be captured in the oiling system? Does this screen filter particles finer that what the oil filter is designed to catch? Does it make sense to replace this part with a screen that employs a more open style?

Not sure if anyone actually has the answer to these questions, its just my thoughts based on this thread...

Any idea of what exactly it is being blocked with, cooked oil, debris that has passed through the oil filter, or...??

[wwhan]

Previous thread by brian_216, more details on the screen and checkvalve: https://www.audizine.com/forum/showthread.php/806039-Boom-goes-the-turbo?p=13098965&viewfull=1#post13098965

https://uploads.tapatalk-cdn.com/20180510/baf38d94843b9d7c012b3206e8b690eb.jpg

https://uploads.tapatalk-cdn.com/20180510/e382ded1d740cda3dbe307da2aab230a.jpg

[wwhan]

Also the TSB on failed turbos indicates the part numbers for the oil strainer and check valve to be replaced:

Extra part numbers from page 5 of this Turbo TSB Nov 2017: 21 Engine difficult to start, turbocharger damaged, V8 4.0TFSI
(https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&uact=8&ved=0ahUKEwjF0MTAneDbAhWqqVQKHbR4BwMQFggnMAA&url=http%3A%2F%2Fwww.revbase.com%2FBBBMotor%2FTSb% 2FDownloadPdf%3Fid%3D202683&usg=AOvVaw22yXNBekmorEz28k6z20ED)
079103175C Check valve

revised Nov. 2017 in TSB update from F to G: 079115175G Oil strainer

079103161Q Cover Gasket

HOW-TO-Oil-Separator (https://www.audizine.com/forum/showthread.php/789909-HOW-TO-Oil-Separator-R-amp-R)

[s4nicetry]

I wonder if it is best just to remove it completely


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It sits on top of your oil feeds non-return valve to ensure oil pressure is maintained at tyour turbos when the car is off. I'd imagine if you removed the screen there would be a much greater chance of clogging that check valve and loosing your turbos oil pressure on shut down. One evil for another, shit design overall if you ask me.

https://i.imgur.com/uxf2n7J.jpg

[s4nicetry]

Why is this screen needed? Shouldn't the oil filter capture everything that needs to be captured in the oiling system? Does this screen filter particles finer that what the oil filter is designed to catch? Does it make sense to replace this part with a screen that employs a more open style?

Not sure if anyone actually has the answer to these questions, its just my thoughts based on this thread...

Any idea of what exactly it is being blocked with, cooked oil, debris that has passed through the oil filter, or...??

This system is to maintain oil pressure at the turbochargers when the car is off. Crankcase ventilation, piston cooling jets etc. also seem to come off of there. There is also a number of return lines from both of the turbos and the PCV system that go back into that housing to eventually drain back to the pan. I would think there is some residue/sludge etc. settling on that screen from the feed lines or maybe even the return lines, when the car is shut down causing it to clog over time. I think removing it or changing it would be a bad idea, as all of that crap could/would settle into that check valve and affect it's function also killing the turbos due to starvation on start up.

[wangshuo1989]

Do you have more info on that particular car? OCI was 10K or is 5K already?

[aFOURstance]

It sits on top of your oil feeds non-return valve to ensure oil pressure is maintained at tyour turbos when the car is off. I'd imagine if you removed the screen there would be a much greater chance of clogging that check valve and loosing your turbos oil pressure on shut down. One evil for another, shit design overall if you ask me.

https://i.imgur.com/uxf2n7J.jpg

Agreed on poorly engineered design, earlier models never came with a screen and no issues, so I would assume that maybe chances will be better with running no screen unless one would want to service and replace this part at certain mile intervals as safety precaution

[s4nicetry]

Agreed on poorly engineered design, earlier models never came with a screen and no issues, so I would assume that maybe chances will be better with running no screen unless one would want to service and replace this part at certain mile intervals as safety precaution

I know a similar design with no screen was used in Audi's 4.2L's in the b6's and 7's to keep pressure on the chain tensioners, but they're known for sticking open and failing. A big contributer to "chain slap" due to the loss of oil pressure.

[15 Phantom S6]

There is also a number of return lines from both of the turbos and the PCV system that go back into that housing to eventually drain back to the pan. I would think there is some residue/sludge etc. settling on that screen from the feed lines or maybe even the return lines, when the car is shut down causing it to clog over time. I think removing it or changing it would be a bad idea, as all of that crap could/would settle into that check valve and affect it's function also killing the turbos due to starvation on start up.

I thought the oil flows through the check valve and then past the screen to prevent debris from entering into the turbos, are you stating that the reverse (oil flows through the strainer first and then through the check valve)? Regardless, oil should only flow one way through that valve & screen is my understanding...

If oil goes through the check valve first and then the screen, it would make me also think the screen is not required, especially if its confirmed the blockage is from cooked oil and not debris..If the oil flows the other way, then I'm baffled, makes no sense to me to filter the oil AFTER it has gone through the turbochargers..

Also, I thought the oil filtration system is where all the debris in oil is suppose to be captured...

[Hofahome]

So I see general consensus is poor design from Audi. Do they have checking this oil strainer mentioned in service intervals? If not and they recommend long intervals for oil changes, then hello lawsuit for blown turbos.


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[Cris_OO7]

So I see general consensus is poor design from Audi. Do they have checking this oil strainer mentioned in service intervals? If not and they recommend long intervals for oil changes, then hello lawsuit for blown turbos.


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Agree


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[DGVR6]

Audi has a tsb out for blown turbos, it states that the strainer absolutely needs to be replaced.
Audi is pretty aware of whats causing our turbos to go. They should issue a recall for this.

I’ve heard of folks removing the strainer on other platforms then complain about a nice cloud of smoke exiting the exhaust pipes

[p3u]

Reminds me of the same discovery I made several years back relating to the BFH motor in the B6/7 S4 causing timing component failure...

https://www.audizine.com/forum/showthread.php/587325-Warm-start-rattle-solved-on-my-car!

[digdah]

Audi needs to address this because as it is way cheaper than replacing the turbos themselves. Well at least hardware wise although labor might be the same. I smell lawsuit.

[s4nicetry]

I thought the oil flows through the check valve and then past the screen to prevent debris from entering into the turbos, are you stating that the reverse (oil flows through the strainer first and then through the check valve)? Regardless, oil should only flow one way through that valve & screen is my understanding...

If oil goes through the check valve first and then the screen, it would make me also think the screen is not required, especially if its confirmed the blockage is from cooked oil and not debris..If the oil flows the other way, then I'm baffled, makes no sense to me to filter the oil AFTER it has gone through the turbochargers..

Also, I thought the oil filtration system is where all the debris in oil is suppose to be captured...

No check valve first, then screen, then up to the turbos. There are additional drain channels in the cavity for the return lines.

Why would you remove the screen? Filtered oil comes up through the valve already, I'm thinking the screen is to prevent contaminants from settling into the valve itself and getting jammed like it used to in Audi's older V8's that didn't use a screen on those valves. Jammed valve = no oil pressure for turbos during cold / warm starts.

[Dasquade]

I remember some talked about the 'screen' but it wasn't untill Brian investigated and reported alarm bells and most likely the main issue of failed turbo's came in the picture.
Like some of us assumed, it is indeed recommanded to shorten your oil change intervals (i'm actually reducing them to 5.000km).
It was Brian aswell that recommanded doing some BG oil treadment, seeing the screen it is indeed prone to clothing up imho. Makes me reconsider to do a BG treadment every 10.000km aswell...
Sucks these important parts are so deep and not easly accesable to replace/clean :(.

Anyway, thanks for picking it up and share :).

[wwhan]

On the the updated Nov. 2017 in TSB turbo fail "21 Engine difficult to start, turbocharger damaged, V8 4.0TFSI", the screen was revised from F to G: 079115175G Oil strainer

The older TSB turbo fail "21 Engine difficult to start, turbocharger damaged, V8 4.0TFSI" dated February 2, 2017, had the 079115175F Oil strainer

[spiki]

How was the
Also the TSB on failed turbos indicates the part numbers for the oil strainer and check valve to be replaced:

Extra part numbers from page 5 of this Turbo TSB Nov 2017: 21 Engine difficult to start, turbocharger damaged, V8 4.0TFSI
(https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&uact=8&ved=0ahUKEwjF0MTAneDbAhWqqVQKHbR4BwMQFggnMAA&url=http%3A%2F%2Fwww.revbase.com%2FBBBMotor%2FTSb% 2FDownloadPdf%3Fid%3D202683&usg=AOvVaw22yXNBekmorEz28k6z20ED)
079103175C Check valve

revised Nov. 2017 in TSB update from F to G: 079115175G Oil strainer

079103161Q Cover Gasket

HOW-TO-Oil-Separator (https://www.audizine.com/forum/showthread.php/789909-HOW-TO-Oil-Separator-R-amp-R)

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[WhiteWhiteS7]

Guess what kills turbos on Subarus?:

http://www.subaruoutback.org/forums/attachments/problems-maintenance/73994d1394508137-subaru-2-5xt-limited-check-engine-i-have-codes-img_2926.jpg

Remove the screen, all is well. Bummed I didn't do this when I did the oil separator.

[Hofahome]

So maybe run some sort of oil cleaner (BG or seafoam) with each oil change? Just a thought, don't kill me if bad idea...


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[Dasquade]

So maybe run some sort of oil cleaner (BG or seafoam) with each oil change? Just a thought, don't kill me if bad idea...


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That i did after Brian started to have issues and suggested. After seeing the screen and what it can cause....definatly going to add it in my maintenance. Thinking about doing it every 2 oil changes aka 10.000km.

[OlyS6]

^ Agree. Fairly cheap insurance to add 2 cans of the BG EPR cleaner and run the engine for 15 minutes just before each oil change. Should help prevent gumming up of oil deposits in various areas- I still plan on checking/replacing the gasket at some point in the next 10,000 miles ro so (currently at 21k on the clock). I'll likely replace the lines to/from the turbos along with the gaskets at that point too just to help serve as an insurance policy. I'll continue to log misfires every 1,000 miles as well and see if there is any increase/decrease in the overall rate of misfires per 1000 miles.

[a4huey09]

Reminds me of the same discovery I made several years back relating to the BFH motor in the B6/7 S4 causing timing component failure...

https://www.audizine.com/forum/showthread.php/587325-Warm-start-rattle-solved-on-my-car!

In your tear down, the valve that was stuck, did it release with some manual help when you had it out or was it frozen open? Wondering if any oil treatment anti-friction (think ceratec) or use of an pre-oil change cleaner would have freed the stuck check valve?

[RedheadNV]

Guess what kills turbos on Subarus?:

http://www.subaruoutback.org/forums/attachments/problems-maintenance/73994d1394508137-subaru-2-5xt-limited-check-engine-i-have-codes-img_2926.jpg

Remove the screen, all is well. Bummed I didn't do this when I did the oil separator.

I lost the turbo, and engine, on my 05 LGT. I went from puff of smoke, to rod knock, in less than 800 ft. That screen was nasty.

I too wish that I removed, or at least cleaned, the screen when I did the separator over Thanksgiving. I now how shaft play, but turbos haven’t failed yet. Currently saving for when the time comes.


2013 S6 Quartz gray metallic

[mavpsire]

That i did after Brian started to have issues and suggested. After seeing the screen and what it can cause....definatly going to add it in my maintenance. Thinking about doing it every 2 oil changes aka 10.000km.

All these threads lately have me very concerned....any drawbacks to using seafoam prior to an oil change in to 4.0TT?

[a4huey09]

All these threads lately have me very concerned....any drawbacks to using seafoam prior to an oil change in to 4.0TT?

I wonder if using solvents such as seafoam may actually increase the particulate mater in the oil and worsen the screen clogging.

[Ghost2112]

Wow... this is scary. Guess I'm going to be taking another trip to the dealership....

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[Dasquade]

I wonder if using solvents such as seafoam may actually increase the particulate mater in the oil and worsen the screen clogging.
Hard question indeed...seafoam and variants do their job afaik, just don't know if they desolve stuff. When i did the BG EPR i definatly didn't spot any sludge on the filter (they definatly recommand to swap filters after the treadment)....the question is indeed what happens on the screen.
*85.000km and recently swapped o ring on top of the turbos, both still filled with oil so no leaking return valve (guess that is correct to assume).

[Dasquade]

Wow... this is scary. Guess I'm going to be taking another trip to the dealership....

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Hmm, hope you have a correct and honest dealer and not one of those 'don't believe what is beeing said on the internet' guy :( and don't expect them to look all the way down just for the screen/valve (i think it takes a good 5-6h work if not longer since the bumper/radiator needs to come off afaik and several seals just for checking).
crossing my finguers it all holds up with frequent maintance.....or swap all once it goes boom (hopefully just the turbos).

[15 Phantom S6]

Sincerely hope the revised strainer is a problem solver in terms of failing turbos.. The new version still seems like it has the ability to get clogged up as the "pores" seem small.. Not sure what the exact difference is with the revision, but will look at the old one when it comes out to see..

[doc-haz]

So is there a service bulletin for replacing this strainer? Is this under warranty?

[mariokart]

I’m replacing my RS7 turbos this week, because I built some larger compressor billet wheels. My car has 23K
I’m curious is there only one Screen for both turbos?
What else should I buy from the the dealer before I install them? Gaskets, washers, lines, etc?
I’m expecting 100hp gain
https://uploads.tapatalk-cdn.com/20180709/15836c522ebca93f0f3052de294762d9.jpghttps://uploads.tapatalk-cdn.com/20180709/24f1cd5dcc971fefe05119c7eeb39e3d.jpghttps://uploads.tapatalk-cdn.com/20180709/b36644a49c46a89cd61846c8fb4a2b96.jpghttps://uploads.tapatalk-cdn.com/20180709/4425e949d0b8afb8dd2b9a3222149e5d.jpg


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[Silver6Stg3]

Has anyone had Audi cover their turbos going out before 100k miles and been outside the warranty coverage?


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[wwhan]

So is there a service bulletin for replacing this strainer? Is this under warranty?

There is a TSB service bulletin for failed turbos, as noted above, in post #11: https://www.audizine.com/forum/showthread.php/817152-PSA-Dead-4-0-TFSI-Turbos-Possible-Source?p=13168199&viewfull=1#post13168199

It has the new screen number listed on the parts list for fixing the turbos.

[Hofahome]

I’m replacing my RS7 turbos this week, because I built some larger compressor billet wheels. My car has 23K
I’m curious is there only one Screen for both turbos?
What else should I buy from the the dealer before I install them? Gaskets, washers, lines, etc?
I’m expecting 100hp gain
https://uploads.tapatalk-cdn.com/20180709/15836c522ebca93f0f3052de294762d9.jpghttps://uploads.tapatalk-cdn.com/20180709/24f1cd5dcc971fefe05119c7eeb39e3d.jpghttps://uploads.tapatalk-cdn.com/20180709/b36644a49c46a89cd61846c8fb4a2b96.jpghttps://uploads.tapatalk-cdn.com/20180709/4425e949d0b8afb8dd2b9a3222149e5d.jpg


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Hey you interested in selling the RS wheels?


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[TommyGun]

So guys, what are the thoughts on the new rev of the oil strainer? It seems like either the turbo's will get clogged with oil gunk or the strainer will, and the result is the same? What if we just removed the strainer?

[15 Phantom S6]

So guys, what are the thoughts on the new rev of the oil strainer? It seems like either the turbo's will get clogged with oil gunk or the strainer will, and the result is the same? What if we just removed the strainer?

I think the revised strainer is a big improvement (design and material change) and until there is/are turbo failures with the latest "G" revision part, it may actually solve the issue, no one knows yet..

Removal of the screen all together is an option (just like on some older Audi engines that had a check valve and no screen), but the problem faced on those older set-ups are clogged check valves which would cause loss of oil pressure to the turbos on start-up, hence why Audi put the screen there in the first place.

[Mavfan1]

Will dealers fix issues on TSBs if you are out of warranty?


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[Barritia]

No only recalls are free after warranty is out

[WhiteWhiteS7]

I think the revised strainer is a big improvement (design and material change) and until there is/are turbo failures with the latest "G" revision part, it may actually solve the issue, no one knows yet.

Check out my Oil Separator R&R. Replaced the oil strainer as a precaution with rev 'G', as well as the check valve, and my turbo shattered 1,100 miles later......

[15 Phantom S6]

Check out my Oil Separator R&R. Replaced the oil strainer as a precaution with rev 'G', as well as the check valve, and my turbo shattered 1,100 miles later......

What year is your car and what was your mileage prior to the parts swap? Do you think the damage was done prior to your replacement parts install? That really sucks after you did the preventative maintenance, this is the first I've heard of a failure with the rev 'G' oil strainer..

What was the solution to your issue, warranty, stage 3 upgrade, stock replacement units?

[WhiteWhiteS7]

2013, almost 64k miles. Was driving on the highway for about 10 mins, stepped on the throttle for a little bit to pass someone, then a sudden thud and large loss of power. Tried to limp home, but once I tried to apply throttle again, huge plumes of smoke and car died.

I think oil supply was not the issue, this was catastrophic.https://uploads.tapatalk-cdn.com/20181030/171043710dd17c95eb10a97f316b7d94.jpg

[Kodachrome]

2013, almost 64k miles. Was driving on the highway for about 10 mins, stepped on the throttle for a little bit to pass someone, then a sudden thud and large loss of power. Tried to limp home, but once I tried to apply throttle again, huge plumes of smoke and car died.

I think oil supply was not the issue, this was catastrophic.https://uploads.tapatalk-cdn.com/20181030/171043710dd17c95eb10a97f316b7d94.jpg

Thanks for sharing, I was wondering what the operating circumstances were. So the knowns are Stage II and getting into boost after reasonable warm up. IAT’s were probably average given the time of year.

As much as I would love to go stage-1 on my new to me RS7, I think I am just going to spend that money on a platinum extended warranty and enjoy it bone stock. I have my super-Tacoma to enjoy mods on, failures and wrenching included.

I hope you can emerge from this one without having to part with too much coin.

[15 Phantom S6]

2013, almost 64k miles. Was driving on the highway for about 10 mins, stepped on the throttle for a little bit to pass someone, then a sudden thud and large loss of power. Tried to limp home, but once I tried to apply throttle again, huge plumes of smoke and car died.

I think oil supply was not the issue, this was catastrophic.

You did the oil separator and strainer at 62k miles, good chance it was too late and the damage had already started.. Agreed tho that yours looks like a catastrophic failure but I'm no expert in evaluating between the two scenarios...

Did you inspect the turbos when you did the strainer and separator?

[WhiteWhiteS7]

I did the oil separator @ 53k, the strainer/check valve @ 62k. I also added the RS7 turbo inlet tubes to complete the RS7 intake system and threw the REVO silicone hoses in the corner of the garage. I checked both turbos (axially and radially) and all seemed good.

Just a theory: Being in Denver, our turbos have to spin faster to hit the same target boost, as our pressure ratio (PR) is higher here. I'm wondering if the stock turbos do not like to be over-revved and are more prone to shattering.

Part of me wants to find some S6/S7 turbos, slap it back together, and sell it. Other part of me says do the RS7 turbo upgrade, Merc I/C, and go APR Stage 3 + TCU tune (currently on sale). I like the car, and had intentions of keeping it for a long time, but it's been apart 3 times to address various issues (oil separator, coilpacks, oil strainer/check valve, now the turbos) since I got it 25k miles ago. I thought I was being proactive, but maybe it was just odd timing. I've hated this S-Tronic trans since I got the car, and I'm on the fence as to if a TCU upgrade would make a difference in my feeling. We will see, need to make some calls to peoples......

[Avned]

I did the oil separator @ 53k, the strainer/check valve @ 62k. I also added the RS7 turbo inlet tubes to complete the RS7 intake system and threw the REVO silicone hoses in the corner of the garage. I checked both turbos (axially and radially) and all seemed good.

Just a theory: Being in Denver, our turbos have to spin faster to hit the same target boost, as our pressure ratio (PR) is higher here. I'm wondering if the stock turbos do not like to be over-revved and are more prone to shattering.

Part of me wants to find some S6/S7 turbos, slap it back together, and sell it. Other part of me says do the RS7 turbo upgrade, Merc I/C, and go APR Stage 3 + TCU tune (currently on sale). I like the car, and had intentions of keeping it for a long time, but it's been apart 3 times to address various issues (oil separator, coilpacks, oil strainer/check valve, now the turbos) since I got it 25k miles ago. I thought I was being proactive, but maybe it was just odd timing. I've hated this S-Tronic trans since I got the car, and I'm on the fence as to if a TCU upgrade would make a difference in my feeling. We will see, need to make some calls to peoples......

I think it's worth it to go stage 3. It's a different car now. In addition the tcu does change the sluggish stock tcu. We have high DA here as well here in Las Vegas. Apart from the oil strainer issue I don't see the rs7 turbos struggling at all. Even when it was over 100 degrees. Boost is pegged at the top all the way to redline and feels incredibly smooth. Good luck whichever way you go.

[Hofahome]

I did the oil separator @ 53k, the strainer/check valve @ 62k. I also added the RS7 turbo inlet tubes to complete the RS7 intake system and threw the REVO silicone hoses in the corner of the garage. I checked both turbos (axially and radially) and all seemed good.

Just a theory: Being in Denver, our turbos have to spin faster to hit the same target boost, as our pressure ratio (PR) is higher here. I'm wondering if the stock turbos do not like to be over-revved and are more prone to shattering.

Part of me wants to find some S6/S7 turbos, slap it back together, and sell it. Other part of me says do the RS7 turbo upgrade, Merc I/C, and go APR Stage 3 + TCU tune (currently on sale). I like the car, and had intentions of keeping it for a long time, but it's been apart 3 times to address various issues (oil separator, coilpacks, oil strainer/check valve, now the turbos) since I got it 25k miles ago. I thought I was being proactive, but maybe it was just odd timing. I've hated this S-Tronic trans since I got the car, and I'm on the fence as to if a TCU upgrade would make a difference in my feeling. We will see, need to make some calls to peoples......

I’ll let you drive mine if you want


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[OlyS6]

I did the oil separator @ 53k, the strainer/check valve @ 62k. I also added the RS7 turbo inlet tubes to complete the RS7 intake system and threw the REVO silicone hoses in the corner of the garage. I checked both turbos (axially and radially) and all seemed good.

Just a theory: Being in Denver, our turbos have to spin faster to hit the same target boost, as our pressure ratio (PR) is higher here. I'm wondering if the stock turbos do not like to be over-revved and are more prone to shattering.

Part of me wants to find some S6/S7 turbos, slap it back together, and sell it. Other part of me says do the RS7 turbo upgrade, Merc I/C, and go APR Stage 3 + TCU tune (currently on sale). I like the car, and had intentions of keeping it for a long time, but it's been apart 3 times to address various issues (oil separator, coilpacks, oil strainer/check valve, now the turbos) since I got it 25k miles ago. I thought I was being proactive, but maybe it was just odd timing. I've hated this S-Tronic trans since I got the car, and I'm on the fence as to if a TCU upgrade would make a difference in my feeling. We will see, need to make some calls to peoples......

Have you ever had the chance to inspect or swap out your turbo lines?

[WhiteWhiteS7]

Inspected them 1,100 miles ago when I did the oil strainer. Looked clean to me.

[bobs]

So is there a service bulletin for replacing this strainer? Is this under warranty?

Sure looks to me like all or many fingers are pointing at the Oil feed Line screen/strainer. Did you get an answer as to whether there is a service bulletin for replacing. I'm about ready to come off extended warranty and would like to have it covered if possible. Makes a lot more sense than replacing the turbos in the middle of a road trip.

[wwhan]

Sure looks to me like all or many fingers are pointing at the Oil feed Line screen/strainer. Did you get an answer as to whether there is a service bulletin for replacing. I'm about ready to come off extended warranty and would like to have it covered if possible. Makes a lot more sense than replacing the turbos in the middle of a road trip.

http://www.audizine.com/gallery/data/504/Page1_ver4_Production.jpg

[OlyS6]

Sadly, thus far it seems that dealerships will only cover it once there is a proven failure on the car while in warranty, since it is only a TSB and not a recall. I've not seen anyone post on these forums that they've been able to get a screen and check valve swap paid for proactively. The TSB simply states that the screen and check valve need to be replaced whenever the turbos are replaced. It at least is a likely explanation as to why some folks are seeing a 2nd set of turbos blow up shortly after replacing them- either they or their shops didn't replace the screen.

[Phantom75]

This reminds me of the recall that ended up happening on the Gen2 CTSV. There were problems with the supercharger pulley balancer ( a spring retainer / isolator in the assembly which was design to take the wear and save the supercharger as reduce vibration noise of the SC) wear, which would cause terrible noises, wear away prematurely, and in some cases lead to bearing failure.

GM ended up extended the powertrain warranty a good number of year, replacing a few more superchargers, as well as look at alternatives to the retainer/isolator.

From what I'm seeing here, assuming you are not tuned, Audi could extended the powertrain warranty a bit in years or miles, and replace that screen as a recall TSB to prevent failures. The extended powertrain would cover the turbo's if they blow for an extended period of time. If you have a tune, you're screwed.

[Fociracr]

Does anyone have the torque sequence and spec for the bolts that hold the plate in place, it shoes it would be on page 238 however I don't have a manual for it. I'm in the process of getting my turbos replaced.

[gk1]

Does anyone have the torque sequence and spec for the bolts that hold the plate in place, it shoes it would be on page 238 however I don't have a manual for it. I'm in the process of getting my turbos replaced.

What plate specifically?

The retaining plate for coolant and oil lines?
-There are only 2 bolts. no sequence. 9 Nm

The support for the the turbocharger?
-There are 4 bolts. Looking from the back of the motor.
Step 1 - Lower 2 bolts, then upper left then upper right - 5 NM
Step 2 - Lower 2 bolts, then upper left then upper right - 25 NM

Let me know if that's it.

[Fociracr]

Its number 11 in this photo, it has 9 bolts.

https://i.imgur.com/uxf2n7J.jpg[/QUOTE]

- - - Updated - - -

Also how does one prime the turbos on these cars?

[kpriv]

I thought you meant the manifold bolts initially, which call for a two step torque process and specific sequence.

For that plate, I wouldn’t think you need to worry too much about a specific spec. I just did “medium” hand tight so there were on there nice and firm but not at risk of stripping something. About like an oil drain bolt.

That may or may not be correct, but working for me so far.


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[gk1]

Yeah it is a bit weird I see the same picture but no reference of sequence for those bolts. Just 5 Nm +90º and a note that they should always be replaced.

[Fociracr]

I'm reluctant to just hand tighten them, especially since its calls for specific torque and sequence. And its a total bitch to get to. Also did you prime your turbos?

[kpriv]

I did not.


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[ArizonaA6]

I'm reluctant to just hand tighten them, especially since its calls for specific torque and sequence. And its a total bitch to get to. Also did you prime your turbos?

I put as much oil as the small oil reservoir would take before installing the oil lines.

[hsingh2088]

I think the clogged filter and seized check valves are caused by carbon build-up on the exhaust valves within the engine block. These are DI cars and all DI cars are prone to major carbon build-up. You can thank emissions laws for this issue. Toyota figured it out by supplementing the DI system with PFI for their 2GR-FSE and 2UR-FSE engine platforms. No carbon build-up whatsoever on those engines; hence, why the car can go upwards of 100,000 miles.

Sounds like preemptive measures need to be taken to replace the check valve and the filter periodically.

[s4nicetry]

I think the clogged filter and seized check valves are caused by carbon build-up on the exhaust valves within the engine block. These are DI cars and all DI cars are prone to major carbon build-up. You can thank emissions laws for this issue. Toyota figured it out by supplementing the DI system with PFI for their 2GR-FSE and 2UR-FSE engine platforms. No carbon build-up whatsoever on those engines; hence, why the car can go upwards of 100,000 miles.

Sounds like preemptive measures need to be taken to replace the check valve and the filter periodically.

I struggle to understand how you think carbon buildup on the exhaust valves, in the air tract which is outside of the engine would have anything to do with clogging the oil filtration screen and one way check valve to the turbochargers which btw, are found right after the main oil filter of the car. I have never even heard of carbon build up issues on the exhaust valves of a DI engine before. I know they have the issue on the intake valves due to the fuel no longer spraying directly onto the valve before it enters the cylinder chamber. I would love to see more info on this though, do you have any links you can post with this info?

[wwhan]

I struggle to understand how you think carbon buildup on the exhaust valves, in the air tract which is outside of the engine would have anything to do with clogging the oil filtration screen and one way check valve to the turbochargers which btw, are found right after the main oil filter of the car. I have never even heard of carbon build up issues on the exhaust valves of a DI engine before. I know they have the issue on the intake valves due to the fuel no longer spraying directly onto the valve before it enters the cylinder chamber. I would love to see more info on this though, do you have any links you can post with this info?

+1, It seems like a long shot.

Any exhaust soot would need to go through the EGR (Combi) valve to the engine intake and get through the PCV oil seperator to the oil supply or get past the piston rings.

[hsingh2088]

+1, It seems like a long shot.

Any exhaust soot would need to go through the EGR (Combi) valve to the engine intake and get through the PCV oil seperator to the oil supply or get past the piston rings.https://www.mishimoto.com/engineering/2016/01/blow-by-101-what-is-blow-by/

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[hsingh2088]

I struggle to understand how you think carbon buildup on the exhaust valves, in the air tract which is outside of the engine would have anything to do with clogging the oil filtration screen and one way check valve to the turbochargers which btw, are found right after the main oil filter of the car. I have never even heard of carbon build up issues on the exhaust valves of a DI engine before. I know they have the issue on the intake valves due to the fuel no longer spraying directly onto the valve before it enters the cylinder chamber. I would love to see more info on this though, do you have any links you can post with this info?The carbon buildup on the intake valve can create inefficient combustion, which could lead to blow-by, which is then forced into the crank case, where the PCV and oil filter is located. The purpose of those two components is to capture all of this excess blow-by and prevent it from entering the intercooler or turbine system..

It's not the carbon buildup itself, rather the blow-by caused by said build up.

"In forced-induction and intercooled engines, blow-by often coats the inside of the intercooler, severely affecting its ability to transfer heat and cool the intake charge.**"

https://www.mishimoto.com/engineering/2016/01/blow-by-101-what-is-blow-by/



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[s4nicetry]

The carbon buildup on the intake valve can create inefficient combustion, which could lead to blow-by, which is then forced into the crank case, where the PCV and oil filter is located. The purpose of those two components is to capture all of this excess blow-by and prevent it from entering the intercooler or turbine system..

It's not the carbon buildup itself, rather the blow-by caused by said build up.

"In forced-induction and intercooled engines, blow-by often coats the inside of the intercooler, severely affecting its ability to transfer heat and cool the intake charge.**"

https://www.mishimoto.com/engineering/2016/01/blow-by-101-what-is-blow-by/



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Your argument that I refuted was excessive build-up on the EXHAUST valves due to the engine being DI. This is false, I totally understand that DI engines without secondary injection to spray the intake valves can build up carbon more than non DI.

The PCV / Oil Separator system in this car functions much better than any other system I've come across when it's healthy, and the couple of individuals who have dropped their engines and taken pictures of their intake valves have shown very little carbon build up on their intake valves for the mileage, some of the least I've seen on a DI engine. I removed my intake system recently to replace my PCV - check valve - feeder screen and there was not a drop of oil or noticeable blow-by buildup what-so-ever, the car had ~60k Miles on it at the time and was previously untouched.

Not one person I've heard of has had a seized check valve and the original clogged feeder screen is due to poor design with too dense of a filter element. The newly revised version is redesigned and is not as dense, time will tell if the problem has been eliminated now.