Citroën Turbo

New or reconditioned Citroën turbo: which option suits your model and parts availability?

The answer depends first on what the catalogue offers for your engine. For certain references — particularly those of the older HDi units such as the DW10TD, RHY, RHZ or RHM fitted to the C5, C4 and Berlingo from the 2000–2010 generation — the reconditioned exchange unit is often the most straightforward route. For more recent engines such as the 1.2 PureTech (codes 9HK, 9HN, 9HP) or the 1.5 BlueHDi (DV5RD, DV5RCF, DV5RE), new turbos are available: in that case, there is no old unit to return. When a new turbo exists for your reference, it is generally the simplest solution. When only the reconditioned version covers your engine code — or when the part is hard to come by — having your own turbo rebuilt can make sense: you get your own CHRA restored to as-new condition, which is particularly relevant for variable-geometry turbos whose tolerances are otherwise difficult to match.

Diesel HDi and BlueHDi: the same engine capacity, several different turbos

The 2.0 HDi is a good illustration of the identification pitfall: the 84, 90, 107, 109 and 110 hp variants carry different engine codes (6HZ, RHV, RHT, RHM, RHZ, DW10ATED) and are fitted with turbos bearing distinct manufacturer references. Two C5s of the same year can therefore carry incompatible parts. The 1.6 HDi (RHY, BHY, 9HP…) follows the same logic: the stated output — 75, 90 or 110 hp — is not enough to identify the correct turbo; the engine code is essential. On the BlueHDi side, the 1.5 appears on the C3, C4 Cactus, DS3 and Berlingo with codes DV5RD, DV5RCF or DV5RE depending on the model year and variant.

PureTech and THP: petrol turbo, specific considerations

The 1.2 PureTech (110 and 130 hp, code 9HK / 9HN / 9HP) is found on the C3, DS3, C4 Cactus and Nemo. This chain-driven engine is well known for its sensitivity to oil quality: a clogged or seized turbo on this unit almost always points to an upstream lubrication problem — degraded oil, a blocked circuit, or an intake leak. Fitting a replacement turbo without addressing the root cause will lead to the same symptoms (whistling, blue smoke, power loss, limp-home mode) within a few thousand kilometres. The THP 110 and 130 share the same architecture and the same precautions. On the Jumper, the 2.2 HDi engine (code 4N13, with reference 49335-01103 or 1515A224 in particular) follows a heavy-duty logic: intensive use, high exhaust temperatures, and bearings under continuous load. Diagnosing the cause of failure — carbon build-up, foreign object ingestion, excessive rotational play — determines the choice of replacement part.