Turbocharger sales
Home Information Products Technical News Carreers
Next day delivery and timed deliveries available!
Contact Us
Technical Information
Phone image
Call for advice / best prices
Delivery image
Next day delivery available
AM deliveries available
Delivery image
All in-stock turbochargers ordered
by 4pm will be despatched on
the same day
Delivery image
BSI 9001 accredited company
Fitting Guide

Failure to carry out these instructions will reduce the life of your turbo and may invalidate your warranty.
  1. Identify the cause of the original turbo failure and rectify before fitting your replacement turbocharger.
  2. Ensure the turbo supplied is identical to the original turbo.
  3. Read the fitting instructions and conditions of warranty.
  4. It is recommended that a new turbo oil feed pipe is fitted. Ensure that the lubrication system has sufficient pressure and flow.
  5. Remove and thoroughly clean all oil, carbon and debris from the connecting piped and hoses. Pay particular attention to the turbo air intake pipes and hoses for debris. Debris left in the intake pipes will be drawn into the new turbo and cause serious damage.
  6. Check the oil feed pipe, oil drain lines and crank case breather for restrictions.
  7. Fit a new oil filter, air filter and use oil of the correct specification as recommended by the manufacturer. Change the oil and filter at least every 6000 miles including extended service oil.
  8. Prime the turbocharger with clean oil for pre-lubrication before starting the engine.
  9. Never use liquid sealing compounds on the oil feed or drain connections.
  10. Drain the intercooler and connecting pipes of residual oil.
  11. Do not use exhaust sealing paste.
  12. Seek help if you are not sure of any part of the fitting process.


The object of our technical bulletins page is to make the mechanics life easier, we are all aware that troubleshooting faults on modern cars gets increasingly difficult so hopefully the following information may help.

BMW 3.0D

Carbon contamination especially the later models with close coupled cat/particulate filter. Replace banjo bolts and fittings as well as turbo feed pipe.

VAG 2.0 litre Diesel engine code BKP, BMR, BMP and possibly others

Fault: Turbo failure due to oil starvation.

Possible cause: Worn hexagon oil pump drive, may require drive gear change also.

Bulletin Ref: 753420-2/38

Fitted to: 1.6HDI engine Peugeot 206/307/407 Citroen Picasso etc

Not carrying out this work will result in a high number of warranty returns.

It is imperative that a new oil feed pipe is fitted with this particular unit. Also the sump pan needs to be removed and the oil pump pick up strainer checked for blockage/restriction.

Fit new turbo oil feed pipe and fittings.
Clean or replace oil drain pipe and fittings.
Remove engine sump and clean the oil pump pick up.

Bulletin Ref: 1.9D 150 bhp ARL VAG engine

A particular problem is being experienced with the 1.9D 150 bhp ARL VAG engine. The cam shaft is wearing and fine metal particles from the cam shaft lobes are contaminating the lubricating system as a whole. In the worst cases causing oil pump wear and in most cases contaminating the oil pump pick up strainer, feed pipe, ports and lines etc.

Therefore with immediate effect please advise a new oil feed pipe to be fitted and also advise lubrication system to be flushed/checked. This advice may be extended to all VAG 1.9's as more information is gathered.

The Importance of Asking Why?

Replacing a failed turbo is not just about ‘how’- how do I remove and refit a replacement turbo or even ‘what’- what is wrong with the turbo, it is also and arguably the most important, about asking ‘why’- why did the turbo fail.

Failure to ask this question can lead to a very expensive learning curve, - disgruntled customers, unproductive workshop space and inevitably the question of who pays if the replacement turbo fails prematurely. The reason that asking ‘why’ is so important, especially where turbochargers are concerned is the fact they rely on the engine being in good working order for its longevity, it is not just a bolt on stand alone component such as an alternator or starter motor, it depends on the engine for lubrication, the integrity of the exhaust gasses to drive the impellor and the cleanliness of the intake air feeding the compressor.
It is doubtful that a head gasket or cracked cylinder head would be replaced without consideration of reason ‘why- Is the cooling system faulty? Are the surfaces warped? Has a cylinder liner dropped?

Clearly it is not possible or practical to ascertain the reason beyond doubt in every case however in many cases obvious causes are often over looked causing grief for all concerned, one such example is:

Peugeot 206/307/407 & Citroen Picasso with engine model DV6TED4 1.6HDI which has a habit of blocking or restricting not only the turbo oil feed pipe, oil drain pipe and fittings with carbon but also the oil pump pick up strainer, which leads to premature failure due to oil starvation. Simply by noting the carbon build up in the oil feed pipe, fittings and the turbo inlet port would indicate that further investigation was needed before a replacement unit is fitted.

Carbon deposits can be caused by - short-distance driving, poor oil/ fuel grade, high mileage, service intervals too long and worn engines.