remove gauze filter or not ?

[Slowshifter]

Just bought 2010 Mk3 XTR 110.
I am fully aware of the turbo troubles from reading through the posts on this great forum and wondered if someone could offer me some advice?

currently 34,000 miles, car running fine
1st service at 16107, 2nd at 29712 all at main dealer.

I will now be replacing the oil and filter every 5k miles myself (will probably only do 7k a year) but will take car back to main dealer to hopefully preserve remainder of warranty for electrical items etc (Presume Citroen would not warranty any engine probs due to late servicing)

Three questions really:
1) Should I remove the gauze filter in turbo oil feed pipe permanently, especially if sludgy?
2) When taking off said pipe are there any new parts I require such as new banjo bolt and are there any washers?
3) When changing oil do I only need new filter and sump plug washer?
Sorry if these questions are a bit basic.
Any advice welcomed

John

[3rensho]

That is a question I have been pondering. One very knowledgeable member (who seems to be inactive now - pk7478) told me not to worry about the wire gauze filter. Still mulling it over. Concerning the oil filter you need the filter and the o-ring for the filter cap as well as a drain plug gasket. Filter and o-ring sold together (at least in DE).

[Ol'Jeffers]

The turbo oil feed has been improved since the M59 1.6HDi.
They've fitted a larger diameter feed pipe I believe.
There are no reported instance of turbo failure here on the B3 1.6HDi
On the 110 they use a different turbo (dual scroll).

[Opensauce]

I think main point is to prevent sludge build up in first place & this is achieved by using correct oil & following correct change procedure as specified by Citroen. ie get oil hot, remove filter, then drain plug, allow to drain for at least 10mins.

[ron]

I always let mine drain overnight.

[Slowshifter]

The turbo oil feed has been improved since the M59 1.6HDi.
They've fitted a larger diameter feed pipe I believe.
There are no reported instance of turbo failure here on the B3 1.6HDi
On the 110 they use a different turbo (dual scroll).

Being a Lingonewbie I presume B3 1.6HDI is since 2008? I cannot find any reference by Googling.

Also 'Ol' J what point are you making when you say the turbo being dual scroll on the 110, is it better?

Thanks again

John

[3rensho]

I'm curious about the dual scroll bit as well. Never had a turbo anything before an am curious about this.

[Opensauce]

All explained if you google dual scroll turbo.

[3rensho]

Had forgotten to post this earlier. Got it off a BMW blog site yesterday -


Twin-scroll turbo system design addresses many of the shortcomings of single-scroll turbo systems by separating those cylinders whose exhaust gas pulses interfere with each other. Similar in concept to pairing cylinders on race headers for normally aspirated engines, twin-scroll design pairs cylinders to one side of the turbine inlet such that the kinetic energy from the exhaust gases is recovered more efficiently by the turbine. For example, if a four-cylinder engine’s firing sequence is 1-3-4-2, cylinder 1 is ending its expansion stroke and opening its exhaust valves while cylinder 2 still has its exhaust valves open (while in its overlap period, where both the intake and exhaust valves are partially open at the same time). In a single-scroll or undivided manifold, the exhaust gas pressure pulse from cylinder 1 is therefore going to interfere with cylinder 2′s ability to expel its exhaust gases, rather than delivering it undisturbed to the turbo’s turbine the way a twin-scroll system allows.

The result of the superior scavenging effect from a twin-scroll design is better pressure distribution in the exhaust ports and more efficient delivery of exhaust gas energy to the turbocharger’s turbine. This in turn allows greater valve overlap, resulting in an improved quality and quantity of the air charge entering each cylinder. In fact, with more valve overlap, the scavenging effect of the exhaust flow can literally draw more air in on the intake side while drawing out the last of the low-pressure exhaust gases, helping pack each cylinder with a denser and purer air charge. And as we all know, a denser and purer air charge means stronger combustion and more power, and more power is good!

But the benefits of twin-scroll design don’t end there. With its greater volumetric efficiency and stronger scavenging effect, higher ignition delay can be used, which helps keep peak temperature in the cylinders down. Since cooler cylinder temperatures and lower exhaust gas temperatures allows for a leaner air/fuel ratio, twin-scroll turbo design has been shown to increase turbine efficiency by 7-8 percent and result in fuel efficiency improvements as high as 5 percent.

[Slowshifter]

Thanks again for the information always good to know more. I think we may have gone off topic just a little when Ol'J mentioned dual scoll turbo I was not sure what it had to do with the oil feed pipe and gauze and sludging? Maybe it was just to show that engine is different to the 90.
Just edited this as it did not come across properly. When I asked is the dual scroll better I meant it terms of oil starvation problems
All the best

John