Product Description
BRAND NEW OEM (original equipment manufacturer) Garrett VNT Replacement Turbocharger WITH A 2 YEAR REPLACEMENT GUARANTEE.
PLEASE NOTE - THIS IS NOT A CHEAP IMPORTED TURBO CHARGER LIKE MOST ON EBAY
THIS GENUINE GARRETT TURBO COMES WITH A NEW TURBO OIL FEED PIPE AND GASKET KIT WORTH OVER £75. IT IS CRITICAL THAT THIS PIPE IS REPLACED WHEN INSTALLING THIS TURBO.
PLEASE SEND THE REG DETAILS FOR YOUR VEHICLE ON PURCHASE OF THIS UNIT SO THAT WE CAN MATCH UP THE CORRECT PIPE FOR YOU. INTERNATIONAL CUSTOMERS PLEASE SEND YOUR VEHICLE MAKE, MODEL, YEAR AND ENGINE SIZE
OE Info |
Manufacturer |
OE Number |
CITROËN |
9663199280 |
CITROËN |
0375J6 |
FORD |
3M5Q6K682AK |
FORD |
1479055 |
MAZDA |
9663199280 |
MINI |
9663199280 |
PEUGEOT |
9663199280 |
PEUGEOT |
0375J6 |
VOLVO |
36002480 |
|
General |
Brand |
GARRETT |
Article Number |
753420-5005S |
Description |
Charger, charging system |
Trade numbers |
GTA1544V, 753420-0005 |
Supersedes |
740821-5001S, 740821-5002S, 750030-5002S, 753420-5002S, 753420-5003S, 753420-5004S |
Criteria |
Charge Type |
Exhaust Turbo Charger |
Exhaust Emission Norm |
Euro 4 (D4) |
Information |
TURBO TECHNOLOGY: VNT |
ACTUATOR TYPE: Pneumatic |
Linked Vehicles |
Description |
Model Year |
Body Style |
kW |
HP |
cc |
CITROËN - BERLINGO (MF) - 1.6 HDI 110 |
08.05 - |
MPV |
80 |
109 |
1560 |
CITROËN - BERLINGO - 1.6 HDi 110 |
04.08 - |
MPV |
80 |
109 |
1560 |
CITROËN - BERLINGO Box - 1.6 HDi 110 |
04.08 - |
Box |
80 |
109 |
1560 |
CITROËN - C2 (JM_) - 1.6 HDi |
09.05 - |
Hatchback |
80 |
109 |
1560 |
CITROËN - C3 (FC_) - 1.6 16V HDi |
09.05 - |
Hatchback |
80 |
109 |
1560 |
CITROËN - C3 Picasso - 1.6 HDi |
02.09 - |
MPV |
80 |
109 |
1560 |
CITROËN - C4 (LC_) - 1.6 HDi |
11.04 - |
Hatchback |
80 |
109 |
1560 |
CITROËN - C4 Coupe (LA_) - 1.6 HDi |
11.04 - |
Coupe |
80 |
109 |
1560 |
CITROËN - C4 Picasso (UD_) - 1.6 HDi |
02.07 - |
MPV |
80 |
109 |
1560 |
CITROËN - C4 Grand Picasso (UA_) - 1.6 HDi |
10.06 - |
MPV |
80 |
109 |
1560 |
CITROËN - C5 (RC_) - 1.6 HDi (RC8HZB) |
09.04 - |
Hatchback |
80 |
109 |
1560 |
CITROËN - C5 Break (RE_) - 1.6 HDi (RE8HZB) |
09.04 - |
Estate |
80 |
109 |
1560 |
CITROËN - C5 (RD_) - 1.6 HDi |
02.08 - |
Saloon |
80 |
109 |
1560 |
CITROËN - C5 Break (TD_) - 1.6 HDi |
02.08 - |
Estate |
80 |
109 |
1560 |
CITROËN - XSARA PICASSO (N68) - 1.6 HDi |
05.04 - |
MPV |
80 |
109 |
1560 |
|
Linked Engines |
Engine Code |
Fitting Period |
cc |
kW |
HP |
Cylinder |
G8DA - FORD |
- |
1560 |
80 |
109 |
4 |
G8DB - FORD |
- |
1560 |
80 |
109 |
4 |
G8DD - FORD |
- |
1560 |
80 |
109 |
4 |
G8DE - FORD |
- |
1560 |
80 |
109 |
4 |
G8DF - FORD |
- |
1560 |
80 |
109 |
4 |
|
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.
Part Numbers & Application List
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 |
Mazda |
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 - THE EXPENSIVE TRUTH ABOUT CHEAP TURBO'S!
Please be aware of non-original turbochargers on the market. The
first instance is to think 'I'll get that one because it's the
cheapest', however most are actually counterfeit Chinese pattern part
turbo's. Companies that sell this type of turbo will often have no
PRODUCT LIABILITY INSURANCE because an insurance company will only give
product liability insurance to a company for the manufacture of a
serious engine component if they have a comprehensive quality control
program.
Cheap counterfeit turbochargers will fail prematurely and can easily cause serious engine damage as they break up.
Many
counterfeit Chinese made turbo's appearing on the market have undergone
thorough testing side by side with genuine units by experts such as
Cummins Inc. and have been proven that they do NOT meet safety standards
when tested to destruction because of the low quality materials used
during manufacture.
Genuine
Turbo's have to pass stringent tests to make sure that in the event of a
failure, the internals are kept within the housing, counterfeit turbo's
have been found to EXPLODE off the testing bench under the same
operating pressure.They have no where near 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 MANUFACTURER (OEM) TURBOCHARGERS.
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:
- Car Make, Model and Engine Size
- Engine Model (e.g. AKL)
- Fuel Type
- Year
- Registration Number
- Any additional information which could be relevant to help us.
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:
- High loss of power
- Loss of boost pressure
- Horrible noises coming from turbo itself
- Increased oil consumption
- Oil fouled spark plugs
- Excessive exhaust smoke
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 or VNT Turbo? Variable-geometry turbochargers (VGTs) 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.
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