Beiträge von fixpixu

I would recommend only original VW gearbox fluid: G052512A2
I had stiff gearchanges once in a while, and replacing the gearbox fluid improved the way gears change.

This is most probably the water pump

Since 11th of May, VW has revised ALL parts related to timing for CAXA.

Camshaft adjuster: 03C109088G
Chain sprocket: 03C109571K
Chain: 03C109158H
Tensioner: 03C109507BC
Guide rail: 03C109469R
Bolt: 03E109511
Guide rail (on the tensioer side): 03C109509AA
Lower sprocket: 03C105209BD
Tensioner screw: N91097201

Also the timing case has been changed since 1st of Feb 2015 to 03C109210CP.

And I recommend for all CAXA engines to use MAHLE/KNECHT OC593 filter. Since I use this filter I do not have tappets/tensioner noise wien starting (or the noise is very dampen). This filter has an elicoidal spring as opposed of an lamelar spring present in the rest of known filters (OEM, MANN, maybe others)

Have you tried before assembly to grease it up with copper paste ? Maybe this will prevent the rust on the lever.

And how do you remove the circlip that holds the lever to the wastegate flap without losing it ?

By stock actuator I mean the original Mitsubishi actuator part number: 49373-18020.

Where have you found rust ?

I have replaced the actuator (druckdose) with a stock one at a turbocharger service. The difference is huge. The car runs great, it pulls from low rpm very good and even, without hezitation.
I have also analysed the old actuator and found out that there was a position where the rod was stuck and did not move freely.

The whole operation (part + work done) has cost me approx 135 eur.

Turbocharger is made by MHI (mitsubishi heavy industries) OEM part number: 49373-01005, commercial name TD025M-07T2-2.3
Actuator part number: 49373-18020

I hope that this helps.

You could try to change N75 valve, is relatively cheap and easy to replace. And I adivce you to buy the part made by Pierburg code 7.00470.07.0 - this is what VW installs from the factory.

The repair set (03C198722) for the turbocharger is an individual part in e.t. k.a. since late 2013

Actually there is a TPI for the wastegate problem: 2020616/16 (VW) - this means that VW knows about the problem and has a solution for it. As a proof, the turbocharger in VW spare part program (e. t. k. a) has a new part number (for some while now) 03C 145 702 L.

I've first greased the rod in june-august 2014.
The exhaust manifold was changed in late september 2014 (100% kulanz for the part, 0% for labor - but this was only 120 euro - so I was ok with that)
I have regreased the rod in december 2014 (now on the actuator side as well)

Just to make things clear.
Wastegate end = the end of the rod that attaches to the wastegate of the exhaust manifold (hot side)
Actuator end = the end of the rod that enters to the actuator through the rubber hole (cold side)

The first time I've greased ONLY the wastegate end. And indeed, the paste (either ceramic or copper) has turned into dust... but I've noticed that still was some lubrication. And a side note... Liqui Moly Kupferpaste stands to temperatures up to 1100 degrees, which according to VW should be more than enough, as the max temperature that the turbocharger should have is around 900 degrees (according to SSP 405).
The performance improvement after the first greasing might have been a side effect of me manually moving the actuator/wastegate, and indirectly cleaning the actuator end rod.

When greasing the actuator I have sprayed the silicon oil with a thin straw (just like the one of the WD40) in the actuator hole. After that I've covered the area with sonax.

So...
1. The exhaust manifold from the repair kit is has a different design compared to the old one.
2. I do not have any powerloss problems, or wavelike acceleration anymore. And there should not be any with the new exhaust manifold (the design of the wastegate rod flap was changed)
3. The engine runs well today. It has run well in the past too (except for the occasional powerloss). HOWEVER, and this brings me to the next point.
4. HOWEVER... Since day 1, a delay in acceleration response was there: going on a flat road, coarsing at around 1800 rpm and when pressing the accelerator (not WOT) it was a rubberband acceleration sensation... for a half of second the acceleration was weak and after you could feel the actual torque... And I was ok with that... I said that this is turbo lag.. BUT
5. BUT after first greasing (only the wastegate end, not the actuator) the throttle response was almost instant. This behavior was there for approx 1500 km... after it was lost.
6. This was the time when I changed the exhaust manifold... No more powerloss, but the throttle response was still the same.... laggy
7. After a while I have also greased the pressure actuator (druckdose) end of the axle and moved the rod. Just as described on the link I've posted.
8. Now the throttle response is quite fast. No more "turbo lag"

What I have used for greasing.
1. Wastegate end - sonax ceramic and liqui moly cupferpaste (tried with both just to see which one is better) - they both do the job
2. Actuator end - universal silicone oil (lidl W5) and then on top of it sonal ceramic.

If you don't want to change the exhaust manifold, you can successfuly improvise, as this guy did:
http://www.drive2.ru/l/4684552/
http://www.drive2.ru/l/4626387/

The engine runs good now, no power loss (leistungsverlust) while accelerating.
The turbo repair kit for this problem consists only of the exhaust manifold that contains the wastegate valve and some gaskets and screws.
The turbocharger will not be disassembled at all, just the wastegate linkage will be removed in order to separate the old exhaust manifold from the turbo body.

However the delayed throttle response was back after a while.
So ... I have begun to study the problem again... and have reached the conclusion that the turbo actuator (Druckdose) might be problematic.
So I've greased the part of the wastegate rod at the actuator end.
Since then I can say that there has been an improvement of the throttle response.

A short guide on how to maintain a turbocharger (for our engines you don't need to remove the turbocharger from the engine for these procedures) I have found a short illustrative guide:
http://www.evilution.co.uk/servicing/wastegate_servicing.htm

Yes, my engine works very good now. I've also manually moved the wastegate with a pump, it travels very easily and without any noise. It's a big difference from the previous one.

So in the end, because the lubrication of the wastegate rod did not lasted long, I went to the Skoda service and replaced the exhaust manifold of the turbocharger on goodwill (kulanz). The part number is 03C198722. The part is different from the old one, as I can see the marks of the old one on the engine block.

It is unbelievable ... that's true. If you read the VW selbststudienprogramme 405 and you will find what important role this wastegate flap has. If it stays closed too much it will generte overboost,and the ECU will try to compensate somehow by cutting something. If it is not closing at the right time not enough boost in the compressor... and so on.
But. I have another forum colleague (vwforum.ro) that has tried this operation after my suggestion and he was amazed as well.
My opinion is that the metals in the wastegate flap axle and the exhaust manifold have different dilatation coeficients, and on heat they expand differently therefore having moments when the axle does not move freely, it sticks. There is no ball bearing there, nothing to help it rotate easily.
It is probably a design flaw. And some turbochargers have better tolerances, and some unlucky few don't - so they fail.
First big sign was around 20000 - 25000 km, when the engine suddenly was not pulling - was like an aspirated engine - although I was in WOT.
Then several more of these, and wavelike acceleration. Now I have 32000 km.
Along these signs, I also had some slight signs of hesitation in acceleration in the low RPM range, mostly in the second gear. After greasing the wastegate axle and rod, these signs dissapeared.

Sonax is a spray, but comes also with a brush to evenly spread the compound.
Loctite seems to be a bit thiker, about the same as the G052112A3 paste, that can be found in the VAG exchage parts catalogue, on the turbocharger page. Except that VAG paste is more expensive than Loctite.

As for the symptoms, I had what you have described, without any error code stored. Also the wave like acceleration - jerking.
I have greased the axles on the shaft without removing the turbocharger, only by spraying the compound on them.
But before I have removed the engine cover, turbo heatshield and the protection bracket for turbo oil pipes for easier access.
And with a screwdriver I have moved the wastegate for the grease to spread all over the axle.

After this operation, the engine was pulling like NEVER BEFORE. Not even when it was new. I was so amazed. It pulled constantly from 1400-1500 rpm ... What a sensation... As if I have done a chiptuning to the engine.