The item is a brand new turbocharger cartridge made to fit the following models of Mini:
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***12 Month Warranty***
***BEST PRICE ON EBAY***
PART NUMBERS FOR CROSS REFERENCE PURPOSES - 753420-5005S , 753420-5004S , 753420-0002 , 753420-0003 , 753420-0004, 0375J6/7/8 , 9660641380 , 9663199280 , 9650764480 , 9654128780 ,9656125880 , 9657248680 , 9657531880, 11657804903 , Y60113700G , 3M5Q-6K682-AE
Fitting Instructions
ATTENTION: PLEASE READ THIS AND FOLLOW INSTRUCTIONS BEFORE FITTING THESE TURBOS TO YOUR CUSTOMERS VEHICLES
753420-ANY & 49173-07508 110 & 90/75 bhp
PSA 1.6HDi TURBOS, 2004- ONWARDS
The PSA 1.6HDi, DV6TED4 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.
Due to the engine being clean and powerful, it is designed to operate with 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 from 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. However, 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.
We have found that the carbon build up in this application is particularly difficult to remove. To try to eliminate the potential for further turbo failure the following MUST be undertaken by the garage, in addition to the normal recommended turbo fitting instructions:
· TURBO OIL FEED PIPE & BANJO BOLTS MUST BE CHANGED.
· OIL PUMP SHOULD BE REMOVED AND CHECKED.
· SUMP MUST BE REMOVED AND OIL STRAINER (PICK UP) SHOULD BE REPLACED BEFORE RE-FITTING NEW TURBO TO REMOVE RESIDUAL CARBON/SLUDGE BUILD UP.
· OIL COOLER AND FILTER ASSEMBLY SHOULD BE REMOVED AND CLEANED.
· REMOVE CHARGE AIR COOLER, DRAIN OFF ANY OIL INSIDE AND CLEAN THOROUGHLY.
· CHECK AND CLEAN ALL INLET AND OUTLET HOSES.
· IF OIL HAS LEAKED FROM PREVIOUSLY DAMAGED TURBO OR ENGINE INTO EXHAUST, CHECK EXHAUST SYSTEM FOR CONTAMINATION/BLOCKAGE (CATALYST, DPF etc.)
· REMOVE BRAKE VACUUM PUMP TO CHECK FOR DEBRIS/CARBON AND CLEAN AS NECESSARY.
· FIT NEW OIL FILTER AND OIL.
· CHECK FUEL INJECTOR GASKETS ARE NOT BURNT OR COMPROMISED. REPLACE AS NECESSARY
· OIL FLOW MUST BE CHECKED:
o FIT TURBO TO ENGINE LEAVING OIL RETURN PIPE OFF
o INSTALL A LONGER OIL RETURN LINE AND FEED INTO SUITABLE CONTAINER
o START ENGINE AND IDLE FOR 60 SECONDS, THEN SWITCH OFF ENGINE
o MEASURE VOLUME OF OIL IN CONTAINER
§ 60 SECONDS OF IDLE SHOULD PRODUCE AT LEAST 0.3 LITRES OF OIL.
o REPEAT TEST TWO OR THREE TIMES TO CONFIRM OIL FLOW IS CORRECT
o 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 REPLACED AGAIN.
Even after all the above has been carried out we cannot guarantee all carbon/oil sludge will be removed and you could still suffer a premature turbo failure. In the event of premature failure it is extremely common for the impeller/nose nut to "come off", this is a consequence of a lubrication/turbine shaft failure & NOT a cause of turbo failure. Oil starvation is the number one cause of turbo failure. For any warranty to be considered all garage invoices and part invoices must be returned with the unit which will then be inspected. We will not be liable for damage caused to the turbocharger by external elements e.g. oil, sludge, debris
753420-ANY & 49173-07508 110 & 90/75 bhp
PSA 1.6HDi TURBOS, 2004- ONWARDS
The PSA 1.6HDi, DV6TED4 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.
Due to the engine being clean and powerful, it is designed to operate with 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 from 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. However, 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.
We have found that the carbon build up in this application is particularly difficult to remove. To try to eliminate the potential for further turbo failure the following MUST be undertaken by the garage, in addition to the normal recommended turbo fitting instructions:
· TURBO OIL FEED PIPE & BANJO BOLTS MUST BE CHANGED.
· OIL PUMP SHOULD BE REMOVED AND CHECKED.
· SUMP MUST BE REMOVED AND OIL STRAINER (PICK UP) SHOULD BE REPLACED BEFORE RE-FITTING NEW TURBO TO REMOVE RESIDUAL CARBON/SLUDGE BUILD UP.
· OIL COOLER AND FILTER ASSEMBLY SHOULD BE REMOVED AND CLEANED.
· REMOVE CHARGE AIR COOLER, DRAIN OFF ANY OIL INSIDE AND CLEAN THOROUGHLY.
· CHECK AND CLEAN ALL INLET AND OUTLET HOSES.
· IF OIL HAS LEAKED FROM PREVIOUSLY DAMAGED TURBO OR ENGINE INTO EXHAUST, CHECK EXHAUST SYSTEM FOR CONTAMINATION/BLOCKAGE (CATALYST, DPF etc.)
· REMOVE BRAKE VACUUM PUMP TO CHECK FOR DEBRIS/CARBON AND CLEAN AS NECESSARY.
· FIT NEW OIL FILTER AND OIL.
· CHECK FUEL INJECTOR GASKETS ARE NOT BURNT OR COMPROMISED. REPLACE AS NECESSARY
· OIL FLOW MUST BE CHECKED:
o FIT TURBO TO ENGINE LEAVING OIL RETURN PIPE OFF
o INSTALL A LONGER OIL RETURN LINE AND FEED INTO SUITABLE CONTAINER
o START ENGINE AND IDLE FOR 60 SECONDS, THEN SWITCH OFF ENGINE
o MEASURE VOLUME OF OIL IN CONTAINER
§ 60 SECONDS OF IDLE SHOULD PRODUCE AT LEAST 0.3 LITRES OF OIL.
o REPEAT TEST TWO OR THREE TIMES TO CONFIRM OIL FLOW IS CORRECT
o 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 REPLACED AGAIN.
Even after all the above has been carried out we cannot guarantee all carbon/oil sludge will be removed and you could still suffer a premature turbo failure. In the event of premature failure it is extremely common for the impeller/nose nut to "come off", this is a consequence of a lubrication/turbine shaft failure & NOT a cause of turbo failure. Oil starvation is the number one cause of turbo failure. For any warranty to be considered all garage invoices and part invoices must be returned with the unit which will then be inspected. We will not be liable for damage caused to the turbocharger by external elements e.g. oil, sludge, debris
Any turbo returned under warranty will be subject to our standard terms and conditions.
We would also like to assure you that this is the only engine we have experienced these failure rates with. We as a company will always inform you of any ongoing issues to allow you to make the right judgement call for what you deem correct for your business.
Grab yourself a bargain and save ££££££££'s on main dealer prices.
*Buy in confidence from a company supplying the motor trade for over 30 years*
Extra postage cost apply for Scottish Highlands, Ireland(Northern+Republic), Channel Islands, Isle of Wight, Isle of Man etc please contact before purchase.
*FOR COLLECTIONS PLEASE CONTACT US BEFOREHAND AS STOCK MAY NEED TO BE TRANSFERRED FROM OTHER BRANCHES*
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** EXPRESS 24HR COURIER DELIVERY WITH THIS ITEM AT AN EXTRA COST OF JUST £5.99 **
Any warranty claims will need to be supported by a valid Main Dealer invoice for the required replacement parts (i.e. oil feed pipe) and invoice from a professional garage/mechanic for fitting, including itemised items that require replacement (i.e. oil filter, engine oil). If no receipts are included the claim will be void, even after all correct procedures are followed we cannot guarantee that all carbon/oil sludge build will be removed and you could still suffer from premature turbo failure. In the event of premature failure it is extremely common for the impeller nose nut to 'come off' as a consequence of lubrication / turbine shaft failure. This is as a result of oil starvation and is not turbo failure, it was caused by an external element.
By purchasing this turbocharger / cartridge you agree to these terms and conditions