*PLEASE READ OUR FAILURE & FITTING WARNING BEFORE FITMENT*
The following information applies to both the 753420-5005S Garrett
turbo & 49173-07507 Mitsubishi turbo and also affects the following
Garrett: 753420-0001, 753420-0002, 753420-0003, 753420-0004, 753420-0005
MHI: 49173-07502, 49173-07504, 49173-07506, 49173-07507
The 1.6HDi engine is a highly sophisticated low emission, high
power diesel unit. It is used in many different applications; Citroen,
Ford, Mazda, Mini, Peugeot and Volvo.
to the engine being clean and powerful, it is designed to operate at
high temperatures, which demands the very best lubricants. These
lubricants must be maintained in peak condition and PSA have fitted an
in-line oil filter to the turbo and an integral oil cooler / oil filter
to this engine to ensure this. However there is a drawback to this;
reports in the field indicate that if the engine has been operated with
the oil level below normal limits, this may potentially cause a high
concentration of carbon in the oil. This may then lead to blockage of
the in-line filter, oil cooler and main oil filter, which will
eventually bring on premature turbo failure. The vacuum pump may also
suffer from this same type of contamination.
due to its high operating speeds (230,000 revs per minute) the turbo
will usually be the first to show signs of damage. This can happen from
30,000 miles onwards if the oil level and correct oil change intervals /
procedure have not been adhered to.
Experience to date suggests that the carbon build up in this application is particularly difficult to remove.
We now include additional
special fitting instructions to highlight the problems with this
particular engine. Risk can
be reduced by following all the procedures set out below:
• Turbocharger oil feed pipe & banjo bolts must be changed
• Oil pump should be removed and checked
• Sump must be removed and cleaned.
• Check that engine has latest specification sump and dipstick.
• Oil strainer (pick up) must be removed and replaced due to residual carbon/sludge build up
• Oil cooler and filter assembly should be removed and cleaned
• Charge air cooler to be removed, cleaned thoroughly and any oil inside drained off
• Inlet and outlet hoses to be checked for damage and cleaned
• Exhaust system to be checked for contamination/blockage (Catalyst, DPF etc.)
• Vehicles with DPF: carry out static regeneration according to manufacturer's guidelines
• Brake vacuum pump to be removed and checked for debris/carbon - clean as necessary
• New oil filter and oil to be fitted
• Fuel injector gaskets to be checked as not burnt or compromised - replace as necessary
• Oil drain pipe checked for blockage/restrictions and cleaned as necessary
• Oil flow must be checked:-
• Fit turbocharger to engine leaving oil return pipe off
- Install a longer oil return line and feed into suitable container
- Start engine and idle for 60 seconds, then switch off engine
- Measure volume of oil in container
- 60 seconds of idle should produce at least 0.3 Litres of oil
- Repeat test two or three times to confirm oil flow is correct
- During this test. DO NOT allow engine to run below minimum oil level!!
- Vehicle should be driven 20 to 30 miles then the oil/filter and banjo bolt/filter must be changed
- Advise oil/filter and banjo bolt/filter are changed at 3000 mile intervals
Click here to view the the full case study detailed by APi...This case study details an engine that has caused the failure of 2
new turbos in a short period of time. In an attempt to remove carbon
particles that have caused the failure of the first turbo, this engine
has been ‘flushed’ with an engine flush 2 times prior to strip down.
If you do not understand the procedures or have difficulty doing so, please call for guidance.
To reduce the risk of premature turbocharger failure by residual
carbon/sludge, you must ensure you follow the above procedure. You
should NOT fit the turbocharger where you know, or have reason to
believe, that the risk cannot be overcome due to the possible age of the
application and/or lack of service history etc. In these circumstances
you must decide how best to prepare the application in order to avoid
damage to the turbocharger once fitted.
will not be liable for failure of the turbocharger due to damage by
external elements, including penetration of residual carbon/sludge.