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Essential advice for turbo replacement on the 1.6HDI diesel engine

By autotech-nath on August 24, 2017

If you’re fitting a replacement turbo to the 1.6HDI diesel engine used in Citroen, Peugeot, Ford, Fiat Volvo, and Mazda models from 2004 onwards, BTN Turbo recommends you read the following technical tip. It could save you a whole lot of time and trouble.


Although they are usually strong, reliable performers, there is a high return rate of turbochargers from these engines, caused by engine related issues. The primary cause is carbon build-up, with carbon deposits circulating in the lubrication system leading to premature failure.


Find out what sort of journeys they usually take. If it’s mostly stop-start driving, the DPF might not be regenerating fully. This can quickly degrade the oil, so advise them to have their oil and filter changed and engine flushed before the recommended service intervals. Spending a little more on servicing is cheaper than a turbo!


Poor servicing or skipping services means the oil is more likely to be degraded, putting the turbo at risk. The wrong grade of oil; not following the exact requirements for oil changes; exhaust gas or fuel contaminating the oil due to loose sealing washers or supply pipe nuts, are all potential turbo killers.


The engine needs at least two oil flushing cycles to remove contaminants that could block the system. The first cycle may just soften the deposits, allowing them to work loose later. Check the drained oil for cleanliness and measure the oil pressure with a gauge in the turbo supply line. It should be at least 1.3 bar at cranking speed, with the fuel injectors and turbo actuator vacuum pipe disconnected.

Also check for variations between oil pressure at the filter inlet and in the turbo supply line. With the injectors reconnected, run the engine for five minutes and watch the two readings. If the oil pressure at the turbo isn’t within ± 0.4 bar of the filter inlet, you’ll need to investigate and remedy the problem.

Then check the oil pressure again with the engine warm. It should range from 1.2 bar at 1,000rpm to 2.9 at 4,000rpm.


If a component might harbour deposits that could find their way back into the system, clean it. If in doubt, replace it. This includes the dipstick (if it’s the yellow plastic version), the oil supply connector and sealing washers, and the oil supply and return pipes.

BTN Turbo stock a range of oil feed pipes covering over 1,000 key applications, including the PSA turbo. Make sure you order the pipes with the replacement turbo; failing to fit them could invalidate BTN’s two-year warranty.

Other parts that should be changed include the oil pick-up pipe strainer, air filter and the valve cover breathers. And of course, you’ll need fresh oil, oil filter and engine flushing additive each time you flush.

Phone: BTN Turbo helpline on 01895 466 666

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