2006 Mercedes-Benz E320 Turbocharger Assembly Replacement Cost

Turbocharger failure must be addressed immediately. Particles from the turbocharger may find their way into the engine or catalytic converter, and can destroy an engine and clog a catalytic convert. Also, oil consumption can become so high that the engine may run out of oil in an extremely short amount of time, which may lead to engine failure.

Factory grade turbochargers will not last the lifetime of most turbocharged vehicles without compromised performance and fuel mileage. Many turbocharged vehicles limp the last half of their service life with failed catalytic converters, oil consumption issues, lack of power, and light to moderate smoke from the exhaust. The average turbocharger will run between 100,000 and 125,000 miles, but harsh driving conditions, aftermarket components, and low quality factory parts will certainly cause the turbocharger to fail ahead of schedule. Many luxury brands focus on the use of turbochargers due to the high altitude of their home manufacturing and engineering facilities, and these manufacturers tend to use higher quality products that should last at least 150,000 miles under normal use and proper maintenance.

Turbocharger diagnosis is a matter of pressure testing, visual inspection, and oil or coolant consumption data. Many times, a turbocharger may be failing, but several other components must be ruled out because there are no additional symptoms besides oil consumption. In the event that a turbocharger is making noise, the turbocharger will be removed and inspected with a dial indicator for the amount of play in the shaft. The impeller and compressor wheels will be inspected for degradation or damage from debris, and the turbocharger piping will be pressure tested. In the most difficult cases of diagnosis, the compressor side of the turbocharger assembly may be pressure tested, but this provides very limited data, and magnaflow testing is often a better option to identify if there are any cracks in the turbocharger housing. Finally, the presence of oil in the turbocharger downpipe is a giveaway that the turbocharger has lost its oil seal, and wear patterns on the impeller, compressor wheel, inside the turbo housing, and around the wastegate are all signs of a failed turbocharger. In the most difficult cases, the engine may be compression tested, the PCV valve replaced, and the oil changed and monitored for consumption over a short period of time. In many cases where the turbocharger is suspected of failure, the turbocharger or turbocharger piping is the culprit.

Before removal of the turbocharger or turbocharger assembly can commence, the engine cooling system and oil pan must be completely drained. Afterwards, the cooling and oil lines for the turbocharger can be removed, and the turbocharger assembly, which often includes the exhaust manifold, can be separated from the cylinder head, mounting brackets, downpipe, intake air tube, and finally removed from the vehicle. In some applications, the engine mounts may need to be removed to rock the engine and transmission assembly to a position which allows space for removal. In the most extreme cases, the engine may need to be removed. Installation is the reverse of removal, but the turbocharger must be run for a short time, the engine oil filter changed once more, and all fittings for cooling and oil lines must be retorqued with fresh seals. The exhaust manifold gasket must be replaced, as well as the flange gaskets mounting the turbocharger to the exhaust.

Purchasing a new turbo versus rebuilding a turbo can be a cost effective way of replacing a failed turbocharger. However, the turbocharger housing should be inspected thoroughly for damage or wear before proceeding, as the turbocharger may have significant wear which precludes it from being rebuilt. Most manufacturer repair facilities will not rebuild a turbocharger, and the only option may be to purchase new or choose another repair location. In any case, a new turbocharger is likely the best choice.

When pressure testing a turbocharger system, the PCV lines should be completely blocked. If new oil is found in the exhaust or compression side of the turbocharger after the pressure test is complete, this indicates a failed turbocharger center housing rotating assembly oil seal. If the PCV lines are left installed, the PCV system can pour oil into the turbocharger, which will likely ruin the catalytic converter as it blows blue-gray smoke from the tail pipe for the next day or so. Turbochargers are, by far, the hottest thing underneath an engine. They are hotter than the exhaust manifold, and will scorch cloth and flesh instantly. If handling a turbocharger for any reason, wait until it is cool before proceeding, and do not attempt to cool it with water as this will lead to cracking of the turbocharger housing.

Turbocharger diagnostic testing and replacement is not recommended for the home mechanic. This is a complex system that requires a high degree of understanding to properly diagnose, and a good amount of skill to replace. Incorrect diagnostic procedures can quickly lead to damage to multiple components, and lack of experience in assembly and disassembly may cause damage and reduce reliability.