Reconditioned Fiat Bravo Turbo

The Bravo spanned two generations of diesel turbos and a distinct supercharged petrol engine

The first generation of the Bravo is based on the 1.9 JTD (engine codes AR37101, 192 A8.000, 186 A9.000, 937 A3.000) fitted to the 100 and 105 hp versions. These variable-geometry turbos are specific to this JTD family and must not be confused with the Multijet units that succeeded them, even where the engine capacity is identical. The move to the 1.9 Multijet 120 (codes 939 B5.000, 940 A5.000) represents a complete break in manufacturer references: the parts are not interchangeable, as confirmed by the associated Fiat part numbers — such as 71724094 or 55191485.

1.6 Multijet, 2.0 Multijet and 1.4 T-Jet: three families not to be confused

The 1.6 Multijet is available in three versions on the Bravo: 90 hp (codes 198 A2.000, 198 A3.000), 105 hp (198 A5.000, 198 A6.000), and a 120 hp variant referenced as the 1.6 D Multijet (codes 263A7000, 263A8000, A16FDH, A16FDL, D16AA). Each corresponds to distinct turbo references: a 90 hp unit does not take the same turbo as a 120 hp unit, even if the engine capacity is the same. Checking the engine code stamped on the block is the only reliable way to identify the correct reference. The 2.0 Multijet 16V (codes 198 A4.000, 198 A8.000, 940 B7.000) has its own turbo, with references such as 803956-5004S or 55209153. On the petrol side, the 1.4 T-Jet 120 hp (codes M724.19, M737AT19Z, 844 A2.000, 350 A2.000) uses a fixed-geometry turbo with a wastegate specific to this block; oil supply and lubricant quality are particularly critical on this supercharged petrol engine, where degraded oil accelerates wear on the CHRA and bearings.

Symptoms and causes of failure on these engines

On the Bravo's diesel engines, a blocked diesel particulate filter and a fouled EGR valve are among the leading causes of turbo deterioration: soot deposits reach the bearings and the variable-geometry actuator, causing a characteristic whistling noise, blue or black smoke, and a loss of power. On the 1.4 T-Jet, foreign objects drawn in through a split in the intake hose remain the most common cause of turbo failure. In every case, the root cause of the failure must be diagnosed and rectified before any replacement is carried out: fitting a new turbo without having resolved the original problem will lead to a second failure. All turbos offered in this collection are new units, sold on a straightforward supply basis.