m444

I have been changing oil & oil filter every 5k miles & may do the engine flush at some point.

dadifatsacs

How much is the repair and what did Audi say to you about assistance?

MP4.2+6.0

For the pics in this prior reply that have been copied a few times in other replies, I just noticed the bolt/screw in plain sight at the bottom of the left side turbo. For lakinotrtho, was there any follow up on this? In plain English, why is it there? Unlike the rest of this thread that ultimately deals with lubrication issues as root cause, that seems like maybe something upstream got in there physically and then got eaten by the turbo blades. Not obvious to me how shattering blades would do the opposite and somehow deposit a more or less intact screw there. In a turbo assembly unless you get all the way to outside the turbo snail shell, it doesn't strike me a screw like that would be internal in that area.

Any information here? Any chance it was some other corner case? Part left in intake tract from prior work, car in prior accident with front damage that led to disassembly, etc.? Maybe it just got dropped in there while taking turbo's apart after failure? Is screw chewed up like it literally "hit the fan"?

tx170754

I bet it was left there when they disassembled the turbos....looking by the size at least.

larkinortho

I have a feeling it was your last guess there MP4, just fell in there. I haven't spoke to tech that actually took them apart. But he found parts all over, IC, throttle body, air filter. I'm not having the dealer do it now. Shipping it to SRM for the aftermarket turbos. Nothing should've gotten in there. No accident history. I've been driving the car for months after last maintenance. Actually only 1 turbo blown, but you can see the metal fatigue or damage on the other one. It would've let go soon. You have to take into consideration we were driving it on a rally on the west coast. Driving it crazy hard too. My wife and I did 196mph that day! The turbo let go later in the day passing a minivan at 60mph. Its time was up. I had planned to preventatively replace the turbos prior to the rally but ran out of tiime.

m444

That looks like the turbine shaft of the turbo.

m444

Another example:

MP4.2+6.0

Got it. Center shaft. Other angles + pics helpful. Thx.

Magnusvermagnussen

MP4.2 - thank you so much for this. This is what I was looking for summarized in a nutshell. I am convinced that this will also help others on this forum.

On another of your posts earlier in this forum, you had suggested that the move to a 504.00/507.00 standard oil should only be done in combination with low sulphur fuels, which led me to search for sulphur levels of fuel providers here in Canada.

According to the International Council on Clean Transportation, fuels qualify as "low sulphur" when it has a ppm count of approximately 50ppm and below while "near-zero" sulphur fuels are those containing approximately 10ppm and lower (https://www.theicct.org/publications...icle-emissions).

This led me to look into Canadian regulations regarding sulphur fuels. Under the Canadian Environmental Protection Act, 1999, certain regulations regulating sulphur levels in gasoline were required of all gasoline providers in Canada, and starting in 2015, the regulations were amended to further lower the maximum allowable sulphur concentration in gasoline starting in 2015, with a default batch limit for gas of 40ppm, lowered to 14ppm in 2017 and with a requirement that by 2020, the default batch limit for sulphur be 12ppm (https://www.canada.ca/en/environment...questions.html).

This means that, as of 2015, all gasoline in Canada had to be refined to a level which would qualify such gas as "low sulphur" gas (under 50ppm), with currently-legislated levels approaching that of zero-sulphur gas levels.

There is an option in the regulations for gasoline providers to elect to comply with more stringent sulphur content regulations, with a 30ppm maximum as of 2016 and a 10ppm ceiling as of 2017. This voluntary compliance is in turn rewarded with having the option to 'trade' towards meeting the regulatory compliance levels of 10ppm for 2017-2019.

In any event, the fuel that voluntarily-compliant providers supply certainly qualify (and have, since 2015) with ICCT "low sulphur" guidelines, and approach "zero sulphur" guideline limits currently.

Among those fuel providers in the voluntary compliance trading system are Husky, Imperial Oil and Shell, among the majors. There are others in this list, which can be found here: https://www.canada.ca/en/environment...-gasoline.html.

Conclusion: If you own a car which was driven predominantly in Canada and which was fueled predominantly with one of the voluntarily-complying suppliers above, then you have in all likelihood been driving with low or near-zero sulphur gas since 2015 at the worst and certainly from 2017 forward. For this reason, I think ALL Canadian A7 & A8 owners should be using VW & Audi Spec 504.00/507.00 oil in their engines and changing at far more frequent intervals (I'm setting mine to 8,000 km, or 5,000 miles) than Audi's factory spec for pre-2015 vehicles.

LSR911

I just bought a used 2014 A8L. After the purchase I found the local Audi Dealer had charged the prior owner $2900.00 500 miles ago to replace the breather/ oil separator and associated seals and gaskets. They did not install the updated oil screen or check valve. When I visited the dealership they said they know nothing about it and have never seen turbos fail. BS in my opinion as they are a high volume store. I would like to replace the screen and check valve with the updated parts. Could an expert on this site provide an estimated time to replace the valve and screen?

Thank you.
LSR911
New member
Denny