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Replacement Part Numbers
Please note we only supply genuine Turbochargers.
Out there on the market there are many companies selling very convincing counterfeight products that can cause major damage to your engine:
WARNING - THE EXPENSIVE TRUTH ABOUT COUNTERFEIGHT AND CHEAP TURBOCHARGERS!
Far Eastern companies that often sell Turbochargers at a much lower price will often have no PRODUCT LIABILITY INSURANCE. An insurance company will only grant this type of insurance for the manufacture of a serious engine component if they have a first class comprehensive quality control program that has been fully examined and deemed adequate enough to acquire an ISO certificate.
These cheaper Turbochargers will often fail prematurely and can easily cause serious engine damage. They have undergone thorough testing side by side with genuine units by experts such as Cummins Inc. USA and have been proven that they do NOT meet the required safety standards when tested to major stress.
Genuine Turbos have to pass stringent tests to make sure that in the event of a failure, the internals are kept within the housing, counterfeit or low quality replacement turbos have been found to explode into bits off the testing bench under the same operating pressure. These turbos don't comprise the same depth of precision and quality as an original unit! So if you want to look after your car and your pocket in the long run, buy an original manufactured turbo.
FOR THIS REASON WE ONLY STOCK ORIGINAL EQUIPMENT TURBOCHARGERS.
This Turbo comes with a new Oil Feed Pipe, Gasket kit and an Easy start kit worth over £75!
IT IS CRITICAL THAT THE OIL FEED PIPE IS REPLACED WHEN INSTALLING THIS TURBO. (see the warning section below)
Please send your vehicle registration plate number on purchase of this unit so that we can match up the correct pipe for you. (after ordering there is a notes section in your account where you can tell us)
International customers - Please send your vehicle make, model, year and engine size.
Please use the table below to check if this part fits your car. If you don't know your cars engine code or model, it can be found in your vehicles V5C logbook, if you're still having difficulty please see the 'How to identify the correct turbo' below.
|Manufacturer||Application Model||Engine||Engine Code||Year||OEM Part||Turbo Model|
|3 - 107 HP||1.6 D||DV6 TED4||2004 -||9663199280||G GT15 VNT|
|Peugeot||206 HDi - 110 HP||1.6 D||DV6TED4 9HX/9HY/9HZ||2004 - 2006||9663199280||G GT15 VNT|
|Peugeot||307 HDi - 110 HP||1.6 D||DV6TED4 9HY||2004 - 2006||9663199280||G GT15 VNT|
|Peugeot||307 SW HDi - 110 HP||1.6 D||DV6TED4 9HY||2004 - 2006||9663199280||G GT15 VNT|
|Peugeot||407 HDi - 110 HP||1.6 D||DV6TED4 9HY/9HZ||2004 - 2011||9663199280||G GT15 VNT|
|Citroen||C4 HDi - 109 HP||1.6 D||DV6TED4 9HX/9HY/9HZ||2004 - 2006||9663199280||G GT15 VNT|
|Citroen||C4 Picasso HDi - 110 HP||1.6 D||DV6TED4 9HY||2004 - 2006||9663199280||G GT15 VNT|
|Citroen||C5 HDi - 109 HP||1.6 D||DV6TED4 9HY||2004 - 2007||9663199280||G GT15 VNT|
|Citroen||Xsara HDi 110 - 110 HP||1.6 D||DV6TED4||2004 - 2009||9663199280||G GT15 VNT|
|Ford||Focus TDCi - 108 HP||1.6 D||DV6 TED4||2005 -||9663199280||G GT17 VNT|
|Ford||Focus C-Max TDCi - 113 HP||1.6 D||DV6 TED4||2005 - 2007||9663199280||G GT15 VNT|
|Ford||C-MAX TDCi - 113 HP||1.6 D||DV6 TED4||2005 - 2007||9663199280||G GT15 VNT|
|Citroen||C3 HDi - 109 HP||1.6 D||DV6TED4 9HZ||2005 - 2006||9663199280||G GT15 VNT|
|Volvo||S40 HDi - 110 HP||1.6 D||D4164T||2005 - 2009||9663199280||G GT15 VNT|
|Peugeot||207 HDi - 110 HP||1.6 D||DV6TED4||2006 -||9663199280||G GT15 VNT|
|Citroen||C4 Grand Picasso HDi - 110 HP||1.6 D||DV6TED4 9HY/9HZ||2006 -||9663199280||G GT15 VNT|
|Mini||Cooper D - 107 HP||1.6 D||DV6 TED4||2007 -||9663199280||G GT15 VNT|
|Volvo||V50 1.6 D - 107 HP||1.6 D||D4164T||2007 - 2009||9663199280||G GT15 VNT|
|Citroen||C2 HDi - 110 HP||1.6 D||9HZ DV6TED4||2007 - 2009||9663199280||G GT15 VNT|
|Peugeot||308 HDI 110 - 110 HP||1.6 D||DV6ATED4||2007 - 2011||9663199280||G GT15 VNT|
|Peugeot||308 SW HDI 110 - 110 HP||1.6 D||DV6ATED4||2008 - 2010||9663199280||G GT15 VNT|
|Peugeot||308 CC HDI 110 - 110 HP||1.6 D||D||2009 - 2010||9663199280||G GT15 VNT|
|Peugeot||3008 TDi 110 - 110 HP||1.6 D||DV6TED4||2009 -||9663199280||G GT15 VNT|
|Citroen||C3 Picasso HDi 110 - 110 HP||1.6 D||9HZ DV6TED4||2009 - 2011||9663199280||G GT15 VNT|
|Peugeot||5008 HDI 110 - 110 HP||1.6 D||--||2010 -||9663199280||G GT15 VNT|
WARNING - PLEASE READ THIS BEFORE FITTING THE TURBOCHARGER:
Failure of successful operation of the turbocharger can be caused by external influences and not faulty turbocharger components. In particular residual engine carbon/sludge penetrating the turbocharger and damaging it. This risk can be reduced by, ideally, removing all engine carbon/sludge, but often this is very difficult to do. However, 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 manufacturers guidlines
• 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 must be changed and the filter in the banjo bolt removed
– Advise oil/filter are changed at 3000 mile intervals
WARNING: 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.
We will not be liable for failure of the turbocharger due to damage by external elements,
including penetration of residual carbon/sludge.
Identifying the Correct Turbo
The best way to identify the correct turbo for your car is to take a look at the turbochargers name plate on the unit itself, engraved on the plate will be the turbo model name, turbo manufacturer's part number and the vehicles manufacturer's part number of which you can match up when searching for a replacement.
If the name plate is missing or difficult to read on the turbocharger, please obtain the following information to help us determine the correct turbocharger for your application using our vehicle parts database and email us over your:
FREE FitKit Included + 2 Year Replacement Warranty
We provide a FREE FitKit, including oil filled pre-priming injector for safer first start-up.
Symptoms of a Turbocharger Failure:
The easiest way to diagnose a weak turbo is to observe the vacuum/boost gauge or boost indicator light. If at full throttle it doesn't show full boost (typically 9 to 14 PSI for many OEM turbo systems) it's best to have it looked at by a professional mechanic. However be warned, as excessive backpressure (often due to a clogged catalytic converter) can also prevent the turbo from developing its normal boost pressure.
Why choose Garrett?
A turbo is a high technology product that requires superior design and intensive capital to produce. It must meet the severe requirement that only a world class manufacturer like Garrett can achieve.
Garrett is one of the few turbo-charging manufacturers that subjects our turbos to several OE qualification tests. These turbocharging "qual tests" ensure Garrett produces a safe and reliable turbo for OE applications. When you buy a Garrett turbo you can be sure it is a reliable one!
On-Engine Durability - A 1,000-hour general turbocharger durability test that is run on-engine in one of Garrett's engineering laboratories. Some engines die before our turbos do!
Gas Stand Cyclic Durability (aka The Non-Sissy Test)- A 500 hour general turbocharger durability test. This is basically a "beat the crap out of the turbo" test. Survive this one and you've got one tough turbo!
Compressor & Turbine Housing Containment - A compressor/turbine wheel is weakened to "hub" burst at a specific speed. No portion of the wheel is allowed to penetrate a "containment shroud" surrounding the turbocharger. A test to ensure safety.
Shaft Motion - The maximum tolerances of the bearing system are tested for rotordynamic stability beyond the maximum turbocharger operating speed. This means no bearing problems and a long turbo life.
Thrust Bearing Capacity - A test that stresses the thrust bearing at extreme conditions. This test makes sure your Garrett turbocharger can tolerate the load you put it through.
Compressor & Turbine Seal- Multiple turbochargers are run on-engine under conditions designed to cause seal leakage. No significant leakage is allowed during these tests.
Heat Soakback- A turbocharger instrumented with thermocouples is taken beyond maximum operating temperature and shut down hard! Repeat the test four more times and make sure maximum temperatures stay within our strict limits to avoid oil "coking" or build up inside the center housing. This is particularly critical for high temperature gasoline applications.
Compressor & Turbine Performance - The entire operating range of both the compressor and turbine are mapped on one of Garrett's "Performance Gas Stands." These test cells are calibrated to strict standards to assure accuracy and consistency.
Compressor & Turbine Blade Frequencies - Garrett has strict requirements for compressor and turbine blade natural frequency. This is critical on large trims where the blade must be stiff enough to withstand potentially damaging vibrations.
Thermal Cycle - A 200-hour endurance test that cycles the turbocharger from low temperature to "glowing red" every 10 minutes. To ensure a long turbo life, no cracking of the turbine housing or distortion of the heat shroud are allowed.
Rotor Inertia- A measurement made to document the rotational inertia of Garrett's compressor and turbine wheels. Garrett's products are known for their high flow / low inertia characteristics.
Shaft Critical Speed - An analytical "test" that ensures that destructive shaft "critical speeds" are well out of the turbocharger operating range. For example, large wheels may require a large shaft diameter to avoid the "shaft bending" critical speed.
Compressor Fatigue- Garrett will not sell compressor or turbine wheel castings that have not passed a strict "test to failure" cyclic fatigue test. Garrett runs tests on a regular basis to ensure quality and to constantly improve our products.
Turbo Vibration - The entire turbocharger is vibrated on Garrett's large shaker table. Vibration levels are monitored to ensure product durability.
A Garrett turbo offers you the best value in terms of quality and competitive price. A quality commitment goes way beyond the manufacture of product. At Garrett, it has to do with the very aspect of business life. Protect your investment today. You can relax, enjoy, and drive with confidence with the knowledge that your Garrett turbo is a reliable turbo.
What is a VGT, VNT or VTG Turbo?
Garrett’s VNT™ (Variable Nozzle Turbine), BorgWarner’s VTG™ (Variable Turbine Geometry) and Holset’s VGT™ (Variable Geometry Turbochargers are a family of turbochargers, usually designed to allow the effective aspect ratio (sometimes called A/R Ratio) of the turbo to be altered as conditions change. This is done because optimum aspect ratio at low engine speeds is very different from that at high engine speeds. If the aspect ratio is too large, the turbo will fail to create boost at low speeds; if the aspect ratio is too small, the turbo will choke the engine at high speeds, leading to high exhaust manifold pressures, high pumping losses, and ultimately lower power output. By altering the geometry of the turbine housing as the engine accelerates, the turbo's aspect ratio can be maintained at its optimum. Because of this, VGTs have a minimal amount of lag, have a low boost threshold, and are very efficient at higher engine speeds. VGTs do not require a wastegate. VGTs tend to be much more common on diesel engines as the lower exhaust temperatures mean they are less prone to failure. The few early gasoline-engine VGTs required significant pre-charge cooling to extend the turbocharger life to reasonable levels, but advances in material technology has improved their resistance to the high temperatures of gasoline engine exhaust and they have started to appear increasingly in, e.g., gasoline-engined sports cars.