{"id":46957,"date":"2026-08-25T10:31:44","date_gmt":"2026-08-25T07:31:44","guid":{"rendered":"https:\/\/diagnozabam.ro\/sfaturi\/?p=46957"},"modified":"2026-08-25T10:32:04","modified_gmt":"2026-08-25T07:32:04","slug":"mersul-subturat-iti-omoara-turbina-mai-rau-decat-crezi","status":"publish","type":"post","link":"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/mersul-subturat-iti-omoara-turbina-mai-rau-decat-crezi\/","title":{"rendered":"Mersul Subturat \u00ce\u021bi Omoar\u0103 Turbina Mai R\u0103u Dec\u00e2t Crezi"},"content":{"rendered":"<h2 dir=\"ltr\">Mersul Subturat \u00ce\u021bi Distruge Turbina De Dou\u0103 Ori \u2014 Cronologia Complet\u0103 A Unui Astra H Din 2007<\/h2>\n<p dir=\"ltr\">Mul\u021bi \u0219oferi de diesel turbo cred un lucru simplu. Dac\u0103 men\u021bin motorul la tura\u021bie mic\u0103 \u0219i schimb\u0103 treptele devreme, protejeaz\u0103 motorul. Cred c\u0103, \u00een plus, economisesc \u0219i ulei.<\/p>\n<p dir=\"ltr\">Cazul real de mai jos arat\u0103 exact opusul. Mai mult, arat\u0103 cum acest obicei poate masca o defec\u021biune real\u0103. O poate masca p\u00e2n\u0103 devine ireversibil\u0103. Nu o dat\u0103, ci de dou\u0103 ori.<\/p>\n<p dir=\"ltr\">Este vorba despre un Opel Astra H, motor 1.9 CDTI (Z19DT), din 2007. Povestea nu \u00eencepe cu turbina. \u00cencepe cu DPF-ul.<\/p>\n<hr \/>\n<h2 dir=\"ltr\">Ce \u00censeamn\u0103 De Fapt \u201eMersul Subturat&#8221;<\/h2>\n<p dir=\"ltr\">Mersul subturat \u00eenseamn\u0103 s\u0103 conduci motorul la o tura\u021bie mult prea mic\u0103. Tura\u021bia e mult sub cea la care motorul produce cuplul eficient. Totu\u0219i, motorul este for\u021bat s\u0103 tracteze o sarcin\u0103 normal\u0103 sau mare. El \u201etrage&#8221; de la tura\u021bie joas\u0103, \u00een treapt\u0103 mare. Nu are suficient\u0103 rota\u021bie ca s\u0103 sus\u021bin\u0103 corect toate sistemele interne. Aici intr\u0103 \u0219i lubrifierea.<\/p>\n<p dir=\"ltr\">La un diesel turbo, practica pare inofensiv\u0103. Motorul nu geme \u0219i nu pare solicitat. Dar problema real\u0103 nu se vede \u0219i nu se aude. Ea se \u00eent\u00e2mpl\u0103 \u00een interior, la pompa de ulei \u0219i la lag\u0103rele turbinei.<\/p>\n<blockquote>\n<p dir=\"ltr\">\u2139\ufe0f <strong>Not\u0103 Tehnic\u0103:<\/strong> Pompa de ulei este antrenat\u0103, de regul\u0103, direct de arborele cotit. Debitul \u0219i presiunea de ulei depind direct de tura\u021bia motorului. La 1000-1600 RPM, sub sarcin\u0103, presiunea disponibil\u0103 este mult mai mic\u0103. E semnificativ mai mic\u0103 dec\u00e2t la 2000-2500 RPM.<\/p>\n<\/blockquote>\n<blockquote class=\"wp-embedded-content\" data-secret=\"QUkmD2xpvL\"><p><a href=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/volanul-vibreaza-cauza-reala-te-va-soca\/\">Volanul Vibreaz\u0103? Cauza Real\u0103 Te Va \u0218oca<\/a><\/p><\/blockquote>\n<p><iframe class=\"wp-embedded-content\" sandbox=\"allow-scripts\" security=\"restricted\" style=\"position: absolute; visibility: hidden;\" title=\"\u201eVolanul Vibreaz\u0103? Cauza Real\u0103 Te Va \u0218oca\u201d \u2013 Diagnoza BAM\" src=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/volanul-vibreaza-cauza-reala-te-va-soca\/embed\/#?secret=ZqkvcFfNGS#?secret=QUkmD2xpvL\" data-secret=\"QUkmD2xpvL\" width=\"600\" height=\"338\" frameborder=\"0\" marginwidth=\"0\" marginheight=\"0\" scrolling=\"no\"><\/iframe><\/p>\n<hr \/>\n<h2 dir=\"ltr\">Cronologia Complet\u0103 A Cazului<\/h2>\n<h3 dir=\"ltr\">Etapa 1 \u2014 DPF-ul Se \u00cenfund\u0103 Primul<\/h3>\n<p dir=\"ltr\">Primul semnal real de problem\u0103 a fost DPF-ul \u00eenfundat. Un filtru de particule se poate \u00eenfunda din dou\u0103 cauze principale. Prima e funinginea, acumulat\u0103 din trasee scurte \u0219i regener\u0103ri incomplete. A doua e cenu\u0219a, provenit\u0103 din arderea uleiului.<\/p>\n<p dir=\"ltr\">A doua variant\u0103 e mult mai grav\u0103. Ea indic\u0103 deja o pierdere de ulei spre camera de ardere. Sau spre galeria de evacuare. Este un semn incipient de uzur\u0103 a turbinei. Apare cu mult \u00eenainte s\u0103 devin\u0103 evident prin fum sau consum vizibil.<\/p>\n<h3 dir=\"ltr\">Etapa 2 \u2014 PCV-ul, G\u0103sit Plin De M\u00e2zg\u0103<\/h3>\n<p dir=\"ltr\">DPF-ul a fost \u00een curs de rezolvare. \u00cen acel proces, supapa PCV (ventila\u021bia for\u021bat\u0103 a carterului) a fost demontat\u0103 pentru cur\u0103\u021bare. S-a constatat c\u0103 era plin\u0103 de m\u00e2zg\u0103. Acesta este un detaliu esen\u021bial, adesea ignorat.<\/p>\n<blockquote>\n<p dir=\"ltr\">\u26a0\ufe0f <strong>AVERTISMENT:<\/strong> M\u00e2zga din sistemul PCV este, de regul\u0103, un amestec de ulei oxidat, condens \u0219i gaze de carter par\u021bial arse. Apari\u021bia ei poate avea dou\u0103 cauze. Prima: temperaturi de func\u021bionare sub optim, frecvent asociate cu mersul subturat sau trasee scurte. A doua: o presiune anormal\u0103 \u00een carter. Aceasta poate fi cauzat\u0103 de gaze de blow-by care trec pe l\u00e2ng\u0103 segmen\u021bi. Sau, \u00een cazuri mai grave, de o turbin\u0103 care \u00eencepe deja s\u0103 cedeze etan\u0219\u0103rile.<\/p>\n<\/blockquote>\n<p dir=\"ltr\">Un PCV plin de m\u00e2zg\u0103 \u0219i un DPF \u00eenfundat cu cenu\u0219\u0103 de ulei nu sunt simptome izolate. Privite \u00eempreun\u0103, indic\u0103 aproape sigur ceva important. Motorul pierdea deja ulei spre sistemul de evacuare. Asta se \u00eent\u00e2mpla cu mult \u00eenainte ca proprietarul s\u0103 realizeze.<\/p>\n<h3 dir=\"ltr\">Etapa 3 \u2014 Anularea DPF-ului \u0218i Prima Cedare A Turbinei<\/h3>\n<p dir=\"ltr\">DPF-ul a fost anulat prin software. \u00cen aceea\u0219i perioad\u0103, turbina a cedat pentru prima dat\u0103. Nu este o coinciden\u021b\u0103. Anularea DPF-ului elimin\u0103 contrapresiunea de evacuare \u0219i regener\u0103rile for\u021bate. Dar nu rezolv\u0103 cauza real\u0103, dac\u0103 aceasta era deja uzura intern\u0103 a turbinei. Turbina, deja sl\u0103bit\u0103, a cedat la scurt timp dup\u0103 aceast\u0103 interven\u021bie.<\/p>\n<h3 dir=\"ltr\">Etapa 4 \u2014 Consumul Colosal De Ulei, Abia Acum Vizibil<\/h3>\n<p dir=\"ltr\">DPF-ul a fost rezolvat. Abia atunci proprietarul a observat pentru prima dat\u0103 un consum foarte mare de ulei. Era aproximativ 1 litru la fiecare 500-600 km. Conducea la peste 2000 RPM, schimb\u00e2nd treptele la aproximativ 2500 RPM. Abia acum problema a devenit vizibil\u0103. Cauza ei exista, de fapt, de mult timp.<\/p>\n<p dir=\"ltr\">Explica\u021bia este direct\u0103. La tura\u021bie \u0219i boost mai mari, cre\u0219te diferen\u021ba de presiune dintre carterul turbinei \u0219i galeria de evacuare. O turbin\u0103 cu etan\u0219\u0103ri deja compromise \u201elas\u0103&#8221; mult mai mult ulei spre evacuare. Asta se \u00eent\u00e2mpl\u0103 mai ales c\u00e2nd presiunea de lucru este mare. Conducerea normal\u0103, la tura\u021bie normal\u0103, a scos la iveal\u0103 o problem\u0103 veche. Ea fusese invizibil\u0103 p\u00e2n\u0103 atunci.<\/p>\n<blockquote class=\"wp-embedded-content\" data-secret=\"17TyMylKER\"><p><a href=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/novitec-ferrari-12cilindri-spider-tuning-v12\/\">Novitec Ferrari 12Cilindri Spider: Tuning V12<\/a><\/p><\/blockquote>\n<p><iframe class=\"wp-embedded-content\" sandbox=\"allow-scripts\" security=\"restricted\" style=\"position: absolute; visibility: hidden;\" title=\"\u201eNovitec Ferrari 12Cilindri Spider: Tuning V12\u201d \u2013 Diagnoza BAM\" src=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/novitec-ferrari-12cilindri-spider-tuning-v12\/embed\/#?secret=oF2cGgwUXM#?secret=17TyMylKER\" data-secret=\"17TyMylKER\" width=\"600\" height=\"338\" frameborder=\"0\" marginwidth=\"0\" marginheight=\"0\" scrolling=\"no\"><\/iframe><\/p>\n<h3 dir=\"ltr\">Etapa 5 \u2014 Mersul Subturat, \u201eSolu\u021bia&#8221; Care A Ascuns Problema<\/h3>\n<p dir=\"ltr\">Proprietarul a reac\u021bionat la acest consum mare. A trecut la mersul subturat constant: 1000-1600 RPM, schimbat la 1700-1800 RPM. Mergea mereu \u00een treapta a 5-a sau a 6-a. Rezultatul a fost, aparent, pozitiv. Consumul de ulei a sc\u0103zut la aproximativ 1 litru la 1000-1500 km.<\/p>\n<p dir=\"ltr\">Acesta este cel mai important punct al \u00eentregii pove\u0219ti. Consumul vizibil a sc\u0103zut, dar turbina nu s-a reparat singur\u0103. Problema nu a disp\u0103rut de fapt. A sc\u0103zut pentru c\u0103, la tura\u021bie mic\u0103, boost-ul cerut este mai mic. Deci diferen\u021ba de presiune pe etan\u0219\u0103rile deja compromise este mai mic\u0103. Turbina \u201elas\u0103&#8221; pur \u0219i simplu mai pu\u021bin ulei vizibil spre evacuare.<\/p>\n<blockquote>\n<p dir=\"ltr\">\u2139\ufe0f <strong>Not\u0103 Tehnic\u0103:<\/strong> O sc\u0103dere a consumului vizibil de ulei nu \u00eenseamn\u0103 automat o \u00eembun\u0103t\u0103\u021bire mecanic\u0103. \u00cen acest caz, mersul subturat a redus doar simptomul \u2014 pierderea de ulei prin etan\u0219\u0103ri. Dar a agravat exact cauza mecanic\u0103 real\u0103. Aceasta este lubrifierea insuficient\u0103 a lag\u0103relor sub sarcin\u0103, la tura\u021bie joas\u0103.<\/p>\n<\/blockquote>\n<h3 dir=\"ltr\">Etapa 6 \u2014 A Doua Cedare, Complet\u0103, Dup\u0103 2 Ani<\/h3>\n<p dir=\"ltr\">Timp de aproximativ doi ani, motorul a func\u021bionat cu acest tipar. Mersul subturat era constant, iar consumul de ulei p\u0103rea controlat. Dar lag\u0103rele turbinei erau supuse constant unei presiuni de lubrifiere insuficiente sub sarcin\u0103. Uzura mecanic\u0103 a continuat, silen\u021bios, f\u0103r\u0103 niciun simptom vizibil exterior.<\/p>\n<p dir=\"ltr\">Turbina a cedat a doua oar\u0103, de aceast\u0103 dat\u0103 complet. Axul de pe partea de evacuare s-a rupt fizic. Etan\u0219area a cedat instant. Uleiul din carter a fost tras direct \u00een galeria de evacuare. Asta s-a \u00eent\u00e2mplat prin diferen\u021ba de presiune creat\u0103 de gazele de e\u0219apament. Rezultatul a fost pierderea rapid\u0103 a \u00eentregii cantit\u0103\u021bi de ulei din motor. A fost \u00eenso\u021bit\u0103 de fum alb extrem de dens, tipic pentru arderea uleiului \u00een evacuare.<\/p>\n<blockquote class=\"wp-embedded-content\" data-secret=\"nH6MZmTvKG\"><p><a href=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/audi-q9-sq9-review-v8-600-cp-7-locuri-specificatii\/\">Audi Q9 &#038; SQ9 Review: V8 600 CP, 7 Locuri &#038; Specifica\u021bii<\/a><\/p><\/blockquote>\n<p><iframe class=\"wp-embedded-content\" sandbox=\"allow-scripts\" security=\"restricted\" style=\"position: absolute; visibility: hidden;\" title=\"\u201eAudi Q9 &amp; SQ9 Review: V8 600 CP, 7 Locuri &amp; Specifica\u021bii\u201d \u2013 Diagnoza BAM\" src=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/audi-q9-sq9-review-v8-600-cp-7-locuri-specificatii\/embed\/#?secret=2DIUvCyQCI#?secret=nH6MZmTvKG\" data-secret=\"nH6MZmTvKG\" width=\"600\" height=\"338\" frameborder=\"0\" marginwidth=\"0\" marginheight=\"0\" scrolling=\"no\"><\/iframe><\/p>\n<hr \/>\n<h2 dir=\"ltr\">De Ce Turbina A Fost Prima Victim\u0103 De Fiecare Dat\u0103<\/h2>\n<p dir=\"ltr\">Turbina montat\u0103 pe Z19DT, model GT1749V, func\u021bioneaz\u0103 pe un ax. Axul este sus\u021binut de lag\u0103re lubrifiate hidrodinamic \u2014 f\u0103r\u0103 bile sau role. El plute\u0219te pe o pelicul\u0103 sub\u021bire de ulei sub presiune. F\u0103r\u0103 presiune suficient\u0103 \u0219i constant\u0103, axul nu mai este sus\u021binut corect. El intr\u0103 \u00een contact direct cu lag\u0103rul.<\/p>\n<p dir=\"ltr\">Motorul este uneori for\u021bat s\u0103 produc\u0103 boost \u0219i cuplu ridicat la tura\u021bie joas\u0103. Exact atunci turbina este solicitat\u0103 intens. Asta se \u00eent\u00e2mpl\u0103 chiar \u00een momentul \u00een care lubrifierea disponibil\u0103 este cea mai slab\u0103. Este o combina\u021bie periculoas\u0103: cerere mare de energie, alimentare slab\u0103 cu ulei.<\/p>\n<div dir=\"ltr\">\n<table>\n<thead>\n<tr>\n<th scope=\"col\">Tura\u021bie motor<\/th>\n<th scope=\"col\">Presiune ulei disponibil\u0103<\/th>\n<th scope=\"col\">Solicitare turbin\u0103 la sarcin\u0103 mare<\/th>\n<\/tr>\n<\/thead>\n<tbody>\n<tr>\n<td>800-1000 RPM<\/td>\n<td>Foarte sc\u0103zut\u0103<\/td>\n<td>Minim\u0103 (mers \u00een gol)<\/td>\n<\/tr>\n<tr>\n<td>1000-1600 RPM sub sarcin\u0103<\/td>\n<td>Sc\u0103zut\u0103 spre moderat\u0103<\/td>\n<td>Ridicat\u0103 (cazul de fa\u021b\u0103)<\/td>\n<\/tr>\n<tr>\n<td>2000-2800 RPM<\/td>\n<td>Optim\u0103<\/td>\n<td>Optim\u0103<\/td>\n<\/tr>\n<tr>\n<td>3000+ RPM<\/td>\n<td>Ridicat\u0103<\/td>\n<td>Ridicat\u0103, dar cu lubrifiere suficient\u0103<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<p dir=\"ltr\">Problema se vede clar \u00een tabel. Intervalul 1000-1600 RPM sub sarcin\u0103 are cel mai defavorabil raport dintre solicitare \u0219i lubrifiere. Este exact intervalul \u00een care a fost condus acest motor timp de doi ani.<\/p>\n<hr \/>\n<h2 dir=\"ltr\">Simptomele Care Nu Trebuie Ignorate<\/h2>\n<ul dir=\"ltr\">\n<li>Fum alb-alb\u0103strui excesiv, vizibil constant la e\u0219apament<\/li>\n<li>Sc\u0103derea rapid\u0103 \u0219i inexplicabil\u0103 a nivelului de ulei<\/li>\n<li>DPF care se \u00eenfund\u0103 repetat, mai ales cu cenu\u0219\u0103 \u0219i nu doar funingine<\/li>\n<li>PCV g\u0103sit cu m\u00e2zg\u0103 la demontare\/cur\u0103\u021bare<\/li>\n<li>Zgomot de fluierat sau \u0219uierat la accelera\u021bie, semn de joc pe ax<\/li>\n<li>Pierdere de putere \u0219i boost insuficient<\/li>\n<li>Miros de ulei ars la e\u0219apament<\/li>\n<\/ul>\n<p dir=\"ltr\">Oricare dintre aceste simptome cere o reac\u021bie rapid\u0103. Oprirea motorului c\u00e2t mai repede posibil este esen\u021bial\u0103. Continuarea rulajului cu turbina defect\u0103 poate distruge complet motorul, nu doar turbina.<\/p>\n<blockquote class=\"wp-embedded-content\" data-secret=\"ndCBdYq1Wv\"><p><a href=\"https:\/\/diagnozabam.ro\/sfaturi\/blog\/urban-widetrack-avontur-carbon-defender-pickup-debut\/\">Urban Widetrack Avontur: Carbon Defender Pickup Debut!<\/a><\/p><\/blockquote>\n<p><iframe class=\"wp-embedded-content\" sandbox=\"allow-scripts\" security=\"restricted\" style=\"position: absolute; visibility: hidden;\" title=\"\u201eUrban Widetrack Avontur: Carbon Defender Pickup Debut!\u201d \u2013 Diagnoza BAM\" src=\"https:\/\/diagnozabam.ro\/sfaturi\/blog\/urban-widetrack-avontur-carbon-defender-pickup-debut\/embed\/#?secret=ScTdaUmqn3#?secret=ndCBdYq1Wv\" data-secret=\"ndCBdYq1Wv\" width=\"600\" height=\"338\" frameborder=\"0\" marginwidth=\"0\" marginheight=\"0\" scrolling=\"no\"><\/iframe><\/p>\n<hr \/>\n<h2 dir=\"ltr\">Cum Se Verific\u0103 Real Starea Turbinei<\/h2>\n<p dir=\"ltr\">Verificarea vizual\u0103 a jocului pe ax este util\u0103. Dar nu este suficient\u0103 pentru un diagnostic complet. Un scanner OBD2 cu citire live data ajut\u0103 mult mai mult. Un exemplu este Foxwell NT614 Elite. El permite monitorizarea presiunii reale de boost. Aceasta poate fi comparat\u0103 cu valoarea a\u0219teptat\u0103 la tura\u021bia \u0219i sarcina respectiv\u0103. O diferen\u021b\u0103 mare \u00eentre boost-ul comandat \u0219i cel real este un indiciu clar. Arat\u0103 uzur\u0103 intern\u0103 a turbinei, chiar \u00eenainte ca simptomele externe s\u0103 apar\u0103.<\/p>\n<p dir=\"ltr\">Aceast\u0103 metod\u0103 e util\u0103 mai ales pentru mecanicii mobili. Ei nu au acces la un banc de testare al turbinei la fa\u021ba locului. Dar pot corela datele live cu starea real\u0103 a motorului, direct la marginea drumului.<\/p>\n<hr \/>\n<h2 dir=\"ltr\">Cum Se Evit\u0103 Aceast\u0103 Gre\u0219eal\u0103<\/h2>\n<p dir=\"ltr\">Regula de baz\u0103 pentru diesel turbo este simpl\u0103. Motorul trebuie s\u0103 lucreze \u00eentr-un interval de tura\u021bie potrivit. Pompa de ulei trebuie s\u0103 poat\u0103 furniza presiune suficient\u0103 pentru sarcina cerut\u0103. Pentru majoritatea acestor motoare, intervalul optim de schimbare a treptelor e clar. Sub sarcin\u0103 normal\u0103, acesta este, \u00een general, \u00eentre 2000 \u0219i 2800 RPM.<\/p>\n<p dir=\"ltr\">Cobor\u00e2rea sub 1800 RPM sub sarcin\u0103, \u00een treapt\u0103 mare, trebuie evitat\u0103 constant. Asta e valabil chiar dac\u0103 motorul pare c\u0103 \u201etrage&#8221; f\u0103r\u0103 probleme. Absen\u021ba zgomotului sau a vibra\u021biilor nu \u00eenseamn\u0103 absen\u021ba uzurii interne.<\/p>\n<h3 dir=\"ltr\">Reguli Practice<\/h3>\n<ul dir=\"ltr\">\n<li>Nu schimba treapta doar pentru a cobor\u00ee tura\u021bia sub 1500-1600 RPM sub sarcin\u0103<\/li>\n<li>Evit\u0103 men\u021binerea constant\u0103 a motorului sub 1800 RPM \u00een treapta a 5-a sau a 6-a<\/li>\n<li>Accept\u0103 o tura\u021bie mai ridicat\u0103 \u00een ora\u0219, chiar dac\u0103 pare \u201eneeconomic\u0103&#8221;<\/li>\n<li>Verific\u0103 periodic presiunea real\u0103 de boost, nu doar consumul instant afi\u0219at de bord<\/li>\n<li>Nu trata sc\u0103derea consumului vizibil de ulei ca semn c\u0103 problema s-a rezolvat singur\u0103<\/li>\n<li>Investigheaz\u0103 un DPF sau un PCV \u00eenfundat ca posibil simptom al unei probleme de turbin\u0103<\/li>\n<\/ul>\n<blockquote class=\"wp-embedded-content\" data-secret=\"wEJt28H6lz\"><p><a href=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/land-rover-defender-electric-panterra-200-kwh\/\">Land Rover Defender Electric Panterra: 200 kWh<\/a><\/p><\/blockquote>\n<p><iframe class=\"wp-embedded-content\" sandbox=\"allow-scripts\" security=\"restricted\" style=\"position: absolute; visibility: hidden;\" title=\"\u201eLand Rover Defender Electric Panterra: 200 kWh\u201d \u2013 Diagnoza BAM\" src=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/land-rover-defender-electric-panterra-200-kwh\/embed\/#?secret=QizcvvIZ1X#?secret=wEJt28H6lz\" data-secret=\"wEJt28H6lz\" width=\"600\" height=\"338\" frameborder=\"0\" marginwidth=\"0\" marginheight=\"0\" scrolling=\"no\"><\/iframe><\/p>\n<hr \/>\n<h2 dir=\"ltr\">Costul Real Al Acestei Gre\u0219eli, Repetat De Dou\u0103 Ori<\/h2>\n<p dir=\"ltr\">Prima cedare a turbinei a coincis cu momentul anul\u0103rii DPF-ului. A doua cedare, complet\u0103, a venit dup\u0103 doi ani de mers subturat constant. Dauna a fost de aproximativ 3000 de lei. Costul total, cumulat pe parcursul \u00eentregii pove\u0219ti, dep\u0103\u0219e\u0219te cu mult orice economie teoretic\u0103 de ulei.<\/p>\n<p dir=\"ltr\">Tiparul s-a repetat, iar asta e partea cea mai grav\u0103. A fost o prim\u0103 defec\u021biune de turbin\u0103. A urmat o \u201esolu\u021bie&#8221; comportamental\u0103 care a redus doar simptomul vizibil, nu cauza mecanic\u0103. Rezultatul a fost o a doua defec\u021biune, de aceast\u0103 dat\u0103 total\u0103.<\/p>\n<hr \/>\n<h2 dir=\"ltr\">Concluzie<\/h2>\n<p dir=\"ltr\">Mersul subturat pare o solu\u021bie bun\u0103 pentru economia de combustibil sau ulei. De fapt, este una dintre cele mai costisitoare gre\u0219eli la un diesel turbo. Presiunea insuficient\u0103 de ulei la tura\u021bie joas\u0103 se combin\u0103 cu solicitarea ridicat\u0103 a turbinei. Rezultatul este uzur\u0103 accelerat\u0103. \u00cen cazuri extreme, poate duce la ruperea axului turbinei.<\/p>\n<p dir=\"ltr\">Cazul de fa\u021b\u0103 arat\u0103 ceva \u0219i mai important. Mersul subturat nu repar\u0103 o turbin\u0103 deja afectat\u0103. Din contr\u0103, poate masca simptomele vizibile ale problemei \u2014 consumul de ulei, fumul. \u00centre timp, uzura mecanic\u0103 intern\u0103 continu\u0103 nestingherit\u0103. Un DPF care se \u00eenfund\u0103 repetat nu e o problem\u0103 izolat\u0103. Nici un PCV plin de m\u00e2zg\u0103. Ele pot fi primele semnale reale ale unei turbine care se uzeaz\u0103 silen\u021bios.<\/p>\n<p dir=\"ltr\">Tura\u021bia motorului nu trebuie privit\u0103 izolat de sarcin\u0103. Iar sc\u0103derea unui simptom vizibil nu \u00eenseamn\u0103 niciodat\u0103 rezolvarea cauzei mecanice reale.<\/p>\n<blockquote class=\"wp-embedded-content\" data-secret=\"nwh0c31ZdY\"><p><a href=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/audi-sq9-coupe-concept-render-virtual-flagship-suv\/\">Audi SQ9 Coupe Concept: Render Virtual Flagship SUV<\/a><\/p><\/blockquote>\n<p><iframe class=\"wp-embedded-content\" sandbox=\"allow-scripts\" security=\"restricted\" style=\"position: absolute; visibility: hidden;\" title=\"\u201eAudi SQ9 Coupe Concept: Render Virtual Flagship SUV\u201d \u2013 Diagnoza BAM\" src=\"https:\/\/diagnozabam.ro\/sfaturi\/ro\/blog\/audi-sq9-coupe-concept-render-virtual-flagship-suv\/embed\/#?secret=qR4e9wf4yC#?secret=nwh0c31ZdY\" data-secret=\"nwh0c31ZdY\" width=\"600\" height=\"338\" frameborder=\"0\" marginwidth=\"0\" marginheight=\"0\" scrolling=\"no\"><\/iframe><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Mersul Subturat \u00ce\u021bi Distruge Turbina De Dou\u0103 Ori \u2014 Cronologia Complet\u0103 A Unui Astra H Din 2007 Mul\u021bi \u0219oferi de diesel turbo cred un lucru simplu. Dac\u0103 men\u021bin motorul la tura\u021bie mic\u0103 \u0219i schimb\u0103 treptele devreme, protejeaz\u0103 motorul. Cred c\u0103, \u00een plus, economisesc \u0219i ulei. Cazul real de mai jos arat\u0103 exact opusul. Mai mult, [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":46958,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_sitemap_exclude":false,"_sitemap_priority":"","_sitemap_frequency":"","wpai_generated_summary":"","footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2},"jetpack_post_was_ever_published":false},"categories":[1933],"tags":[54186,54188,17673,11359,38281,54184,54192,43989,54190,54194],"class_list":["post-46957","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-auto","tag-astra-h-z19dt","tag-ax-turbina-rupt","tag-consum-ulei-motor","tag-cost-reparatie-turbina","tag-fum-alb-evacuare","tag-mers-subturat","tag-presiune-ulei-turatie-mica","tag-turbina-defecta","tag-turbo-gt1749v","tag-uzura-turbina-diesel"],"yoast_head":"<!-- This site is optimized with the Yoast SEO Premium plugin v27.7 (Yoast SEO v28.3) - https:\/\/yoast.com\/product\/yoast-seo-premium-wordpress\/ -->\n<title>Mersul Subturat \u00ce\u021bi Omoar\u0103 Turbina Mai R\u0103u Dec\u00e2t Crezi - Diagnoza BAM<\/title>\n<meta name=\"description\" content=\"Am mers subturat ca s\u0103 economisesc ulei \u0219i mi-am distrus turbina complet. 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