good old dv6 oil problem

[french crap fanatic]

ive had a bloke pop in and his had two turbos fitted to a 2008 pug expert,its only done 82k,history is patchy.
one turbo went so he had the van checked out for oil problems,a new oil pump was fitted and pipes cleaned out but now his new turbo has gone as well.
he said the oil light comes on intermittently accompnied by engine getting noisier.
im reluctant to get involved as too many people have been involved in this and he knows where to buy all the parts from.
im not familier with this engine and have never taken one apart so could someone explain the oil pump and filteration to me please.
on older pugs the oil pump was a self contained unit which lived in the sump and was powerd by a chain from the crank.
what this explained to me about what the oil pump that he had fitted looked like,just baffled me.
is there a pressure relief valve else where on this engine?
why would oil pressure be intermittent?
im wondering if its a fitter error maybe too much cheap sealent and not enough time for it to cure?
any info or hhelp much appreciated.

[Rhubarb]

run away, before it runs away

Send it to Dumb and Dumber ;D

[Deleted]

Send him out to get a new engine !

[Karl]

Midnight Peugeot and ford have both released a tsb for the dv6 oil flow/turbo failures

I can look it up for you.


The van will need a new engine no ifs no buts


I very much doubt who ever replaced the turbo followed the correct service procedure

There's a list of parts which need replacement

After turbo is fitted, with x2 oil changes, and road test the oil flow needs to be around 300 ml in 30's or so


Its the flow which is important not the pressure. .


Parts won't warrant these turbos


Oh and oil needs to be quality 5w30

These don't stand cheap oil or missed services

[Karl]

Here's the oil pump

[french crap fanatic]

cheers for that.
so what your saying is,fit a new engine.
does engine come complete with turbo and manifolds?
hang on,how has his problem suddenly become my problem.
ill tell him tommorow that it needs a new engine.
2400 plus vat from pugs!!!!!
i thought they might at least subsidise the price!!!!
i told him to write to peugeot uk and watchdog but he replied;
"im running a busy builders firm,i aint got time for all that"
well i blo*dy would if i had thousands of pounds of engine to pay for!!

[Karl]

Quote " history is patchy "



There's your answer

[Karl]

Peugeot might supply it with turbo


But fords deffo come bare

[Monkey]

Dealers quote for turbo, engine etc they bolt the lot in.

I'm doing one at the moment, failed injector washers apparently are a causal factor in carbon contamination within the oil...

[Karl]

We've fitted an engine/turbo before and reused the original injectors

On road test one of the injectors decided to stay open ! !

Good bye brand new engine


Now we always quote for injector testing, with the possibility of new required

[Stilo]

Feb 25, 2013 19:23:24 GMT 1 Karl said:

Oh and oil needs to be quality 5w30

These don't stand cheap oil or missed services

I'll second that. Plus I'd suggest dropping the sump to clean the oil pump strainer, and periodic replacement of the tubo's oil feed hose every 50000 miles**. Even at 6000 miles, the oil in these things smell burnt.

**All good advice given to me by a certain Mr Benn, God bless his soul

[Deleted]

I got this off the web and it seems about right. Seen a few of them go bang again after a new turbo. I don't think even newer examples are worth repairing as they are not worth owning. IMO best course of action is send em to the block running or not and regardless of age. Thanks for the diagram Mr B, I'll add it my info.

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 at 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 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.

Experience to date suggests 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 ( filter is part of the banjo bolt which bolts the feed pipe to the block. Cost is around £5.95 from ford, change every service and recommend the sump comes off every major service to clean sludge out. The sump design prevents thorough draining as the plug is recessed into the sump).
• 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:
1. FIT TURBO TO ENGINE LEAVING OIL RETURN PIPE OFF
2. INSTALL A LONGER OIL RETURN LINE AND FEED INTO SUITABLE CONTAINER
3. START ENGINE AND IDLE FOR 60 SECONDS, THEN SWITCH OFF ENGINE
4. MEASURE VOLUME OF OIL IN CONTAINER - 60 SECONDS OF IDLE SHOULD PRODUCE AT LEAST 0.3 LITRES OF OIL.
5. REPEAT TEST TWO OR THREE TIMES TO CONFIRM OIL FLOW IS CORRECT
6. DURING THIS TEST, DO NOT ALLOW ENGINE TO RUN BELOW MINIMUM OIL LEVEL!!
7. VEHICLE SHOULD BE DRIVEN 20 to 30 MILES THEN THE OIL/FILTER REPLACED AGAIN.

Feedback shows, that even after the above has been carried out, not all of the carbon/sludge will have been removed; resulting in a further turbo failure, despite the turbo unit not being defective. These units will NOT be covered under warranty as the failure is caused by external influences and not faulty turbo components.

YOU MUST GET RID OF EVERY SINGLE LAST TRACE OF THE OLD OIL FROM THE ENGINE BEFORE FITTING NEW TURBO.

Turbo numbers related to this problem are: Garrett 753420, MHI 49173-07506, 49173-07507, 49173-07508

OEM Numbers include: 9660641380 - 9663199280 - 9654128780 - 9657248680 - 0375J6 - 9657531880 - 0375J6 - 0375J8 - 3M5Q6K682AC - 3M5Q6K682AE - 1319614 - 1340133 - 9652113780 9650764480 - 9651839880 - 1479055 - 0375J6 - 9657571880 - 9656125880 - 9663199280 - 9657248680 - 9657531880 - 3M5Q6K682A - 9657530580 - 9662371080 - 9682881380 - 0375J0 - 0375Q2 - 9682881780 - 1684949 - 0375Q5 - 0375Q4 - 0375N0 - 3M5Q6K682DC - 1335262 - 3M5Q6K682DA - 1479841 -

[Karl]

That's the Peugeot/ford bulletin Tom

[Karl]

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[Karl]

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