1.6HDi Turbo Failure (again)

[dbcwindsor]

Hi All, new to the forum but wanted to shout as loudly as possible about failures with Turbo Units on 1.6HDi engines.

I service the Berlingo L2 at correct intervals, using all proper parts, oils and lubricants, don't scrimp on repairs etc etc etc...so to my horror the van broke down, 59 plate with 125000 (courier, but a careful driver), transpired that the Turbo failed. No worries, under he 2 year unlimited mileage warranty that came with it. I know a few in the game and before I even got towed into a main dealer I knew what should have been done. There is something called an info-rapide when things go wrong, which basically outlines the full process of repairs for all mechanical issues. Well, everyone, including the garage it got towed into, stated that a full flush, new oil strainer and so on was needed, in order to prevent his happening again. Well, all fine until Citroen Technical said this model and chassis number didn't require the full process.

So I drive away, and soon start feeling the engine is noisier, took it back to another Citroen Dealer, who couldn't find anything wrong. So I bleated on and on until they did a full flush and change the strainer. Within another 4k miles the new turbo went. Guess what, yep, oil starvation, probably because the full process hadn't been followed. So now, it's having yet another new turbo, full flush process including removal of sump flush, a new strainer, new Vacuum and some injector seals and so on and so on.

Moral of the story is that you should never give up and accept what hey say as being right....If this goes again I'll be seeking support from trading standards/Consumer Direct, challenging the vehicle and it's components for fit for purpose. I don't care that I've done 130000 miles, I look after this vehicle with pride, do everything I have to and expect things to last.

So if you're unfortunate enough to have a 1.6HDi that's failed, feel free to get in touch, I know a few things that may help, particular how to deal with the contact Centre. Don't forget, this 1.6HDi engine is in most vehicles of this engine size, so it isn’t just Citroen

Good luck

[dbcwindsor]

Tech Bulletins/Special Offers

PSA 1.6 Hdi Turbocharger Failure & Fitting Warning
PSA 1.6 Hdi Turbocharger Failure & Fitting Warning

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 CLEANED/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 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.

We feel that due to the possibility of further turbo failures on this engine it is only right to inform you before you purchase a replacement turbo for your customer. Currently we are experiencing a 15% failure rate of units we supply for this engine. Please feel free to speak to our engineers or sales team if you would like to discuss this issue further.

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.

[Ol'Jeffers]

:eek:.... It therefore seems reasonable to flush the engine at each oil change....n'est pas?:S

[Opensauce]

Certainly makes interesting reading, thanks for posting that! Fortunately I only do about 10k miles per annum but I hope to keep the car a few yrs.

[pk7478]

:eek:.... It therefore seems reasonable to flush the engine at each oil change....n'est pas?:S

Flush gonna kill bearings of turbo charger

[Ol'Jeffers]

:eek:.... It therefore seems reasonable to flush the engine at each oil change....n'est pas?:S

Flush gonna kill bearings of turbo charger

See!! I didn't know that! :thumbsup:
What would you do to ensure that the engine is cleaned of any soot or sludge? More frequent oil changes? cratch:

[pk7478]

I think.... to use another oil with less ash content.

The problem is in a engine. Try to make high power engine on ancient base will cause problems like described below.

[Opensauce]

You can't really do much more than ensuring oil/filter is changed every 12k miles using the specified oil & checking your oil level regularly.

[Row]

The oil and filter needs to be replaced on these engines every 9k mls not the 15k mls recommended..:-)

[dbcwindsor]

for arduous conditions it's every 10k miles....Anyway, they have fitted a new engine and a third turbo. It is looking like the garages have mis-diagnosed the first and second fittings. Took it to Citroen Slough and as soon as a service tech turned it over, guess what, he said it was too noisy. thank you, at last someone who doesn't think I'm barking mad. So new engine, new turbo, van back next week. Only have 3 months left on my unlimited mileage warranty, but better having a new engine than the old one going again after December.

The oil used is the appropriate spec one, so Citroen Tech say.

Thanks for all your feedback and suggestions