Reconditioned Turbo Jeep

6 Jeep turbos across 4 models: what the petrol vs diesel divide means in practice

Across the six references in this collection, the engines split between two diesel families — the 1.6 MultiJet (codes 955 A2.000, 955 A7.000, 198 A7.000) and the 2.8 CRD (codes EJJ, 312 A1.000) — and 2 petrol units — the 1.4 MultiAir (552 63 624) and the 2.0 T-GDI (GME-T4, ENR, ENS, EAM). This split is significant: the diesel turbos on the 1.6 MultiJet and 2.8 CRD use variable geometry, with moving vanes exposed to soot and fouling. The petrol turbos on the 1.4 MultiAir and 2.0 T-GDI are fixed-geometry units with a wastegate; they face considerably higher exhaust gas temperatures, placing greater demands on the seals and bearings under sustained load.

Compass, Cherokee, Wrangler, Renegade: the identification pitfalls specific to each model

The Compass and the Cherokee each cover 2 references in this listing, reflecting different engine variants within the same model. On the Cherokee, the 2.8 CRD is available in 2 power outputs (150 hp and 163 hp) with distinct manufacturer references — including 763360-5001S, 05134235AA, 05142797AB/AC — which are not interchangeable. On the Compass, the 1.6 MultiJet comes in 105 and 120 hp versions (codes 955 A7.000 and 198 A7.000), again with separate sets of references. The Renegade 1.6 MultiJet 130 hp (code 955 A2.000) and the Wrangler 2.0 T-GDI 270/272 hp (code GME-T4) each require only 1 turbo reference, but the extensive list of equivalent references for the Wrangler — K68275206AA, K68303438AA, K68446425AA among others — reflects successive revisions to the original part.

Symptoms and causes by engine type

On variable-geometry diesel units (1.6 MultiJet, 2.8 CRD), the most common symptoms are a distinctive whistling noise, black or white smoke, and a gradual loss of power. Soot fouling of the moving vanes is a well-known cause; a faulty actuator can also lock the geometry in a fixed position. On petrol units (1.4 MultiAir, 2.0 T-GDI), failure more often stems from inadequate lubrication — degraded oil or a delay in oil pressure at start-up — or a foreign body on the intake side. In both cases, fitting a new turbo without having identified and rectified the root cause of the original failure will systematically result in a repeat failure. All turbos in this collection are sold new, as a straightforward sale.