One of the four
Turbochargers
The part that gives you the power, and takes it back when you neglect it.
A turbo almost never dies on its own. It dies of its oil, its air, or a sensor that lies. That is why we never sell one without telling you what killed the last one.
Parts in the catalogue
Before you buy
The symptoms, and what hides behind them
A symptom points somewhere, it proves nothing. Here is what we see most often on this family, and the cheaper causes worth ruling out first.
Worth knowing
This family in particular
My turbo whistles. Is it dead?
Not necessarily. A rising whistle that follows engine load is often normal on a forced induction engine. What should worry you: a whistle that comes with a loss of power, blue smoke, or a switch to limp mode. A simple split intake hose makes exactly the same noise as a dying turbocharger, for a hundredth of the price.
Why so much emphasis on the oil?
Because nine turbochargers out of ten die from their oil supply, not from wear. The shaft spins at 150,000 rpm on an oil film a few microns thick. Stretched oil change intervals, a blocked oil return line, a clogged oil pump pick-up strainer: the bearing runs hot and the shaft goes out of true. Fitting a new turbocharger without treating the cause means buying two turbochargers.
Should the catalytic converter or the diesel particulate filter be replaced as well?
If the turbocharger has sent oil into the exhaust, the diesel particulate filter has taken the hit. Have it checked. It does not happen every time, but after a turbocharger replacement it is the second most common surprise bill.
Variable geometry or waste-gate: what difference does it make for me?
Variable geometry gives more torque at low rpm, but its linkage clogs up in urban driving. The waste-gate design is simpler and noticeably more durable. On some engines both versions exist: if your journeys are mostly short, the waste-gate version will cost you less over five years.
Manufacturers
Who makes these parts
Vehicles