Peugeot Turbo

New or reconditioned Peugeot turbo: two realities depending on the engine and model

Across the Peugeot range, the choice between a new turbo and a reconditioned turbo is not simply a matter of budget: it depends first and foremost on reference availability, engine age, and sometimes the scarcity of the part on the market. New turbos are sold directly, with no old unit to return. Reconditioned turbos are available on an exchange basis. For certain older or less common engines — the 2.0 HDi on the 306 or 807, the 2.8 HDi Boxer, or the 1007 — rebuilding the original unit may be the only option when no new or reconditioned reference is available for that specific chassis. For widely used engines such as the 1.6 HDi (DV6) or the 1.5 BlueHDi (DV5), the choice is broader, with several references available depending on the exact model year and engine code.

DV6, DV5, THP, DW10: four engine families, turbos that don't cross over

The main difficulty with Peugeot is that the same model can take very different turbos depending on the generation and engine code. On the 308, for example, the 1.6 HDi may correspond to the codes DV6B, DV6TED4B or DV6UTED4, each associated with a distinct turbo reference — part numbers 0375J0, 0375K5 and 0375N0 are not interchangeable. On the 1.6 THP petrol (codes EP6, fitted to the 208, 308 and 3008), the fixed-geometry turbo with wastegate differs according to the stated power output: 150, 156, 163 or 165 hp each require different CHRAs and actuators. The 2.0 HDi (DW10) fitted to the 307, 407, 3008 and 5008 also covers several variants — RHS, RHZ, RHV, RHY — whose variable-geometry turbos are not interchangeable despite sharing the same engine capacity. The 1.5 BlueHDi (DV5RD, DV5RE, DV5RCF) is the most recent engine in the range, fitted to the 208, 2008, Rifter and Partner, with variable-geometry turbos whose references vary according to power output (75, 100 or 102, and 130/131 hp).

Causes of failure and key checks before replacement

On Peugeot diesel engines, turbo failures are frequently linked to insufficient lubrication or degraded oil — particularly on high-mileage DV6 units, which are prone to oil passage blockages. A clogged EGR circuit or DPF can also cause soot ingestion into the CHRA, wearing the bearings prematurely. On the 1.6 THP, whistling noises and blue smoke on start-up are often signs of worn turbo seals, sometimes made worse by extended oil change intervals. In every case, identifying and addressing the root cause of the failure before fitting the replacement is essential: fitting a new turbo without correcting a lubrication problem or an upstream air leak will invariably lead to another failure. The engine code stamped on the block remains the essential starting point for selecting the correct reference.