2.1 The exhaust gas turbocharger supplied by Turbo-Mot GmbH falls within the warranty period specified in our General Terms and Conditions of Business 

2.2 The turbocharger has been properly installed and correctly handled, and the service intervals specified by the vehicle/engine manufacturer have been observed. 

2.3 The exhaust gas turbocharger has been installed using the prescribed safety and installation regulations supplied with the product.
 

2.4 The Checkliste / Troubleshooting chart in the annex has been used to rule out any possible causes from the surroundings and hence additional expenditure or input before deinstallation of the spare part supplied by us. 

2.5 It does not involve an application from the field of prototypes, motorsport or tuning.  

2.6 Damage due to wear or caused by faults in the surroundings is not covered  by the warranty.

2.7 Physical damage caused an accident or foreign bodies  to the compressor (air side) or turbine (exhaust side) is not covered by the warranty.

3.1 As a matter of principle, all exhaust gas turbochargers and/or spare parts leave the company Turbo-Mot GmbH with a delivery note and an invoice for you as the customer, even if the replacement delivery should be required for a warranty claim. Please appreciate that we cannot make any deliveries free of charge without an inspection or damage assessment and acceptance of the warranty claim/a judgement based on goodwill. ​ 

3.2 You, as the customer, must please complete a warranty application. You can find the application on our website at  www.turbo-mot.de, in the Download section or at the end of this guideline. Please make sure that you fill in all fields marked with an asterisk (*) so that we can process your application swiftly. Otherwise, we will ask you to complete the application so that we can then start the inspection and dismantling processes. Please note that the turbocharger must be dismantled for testing. This would then not be operational again without being repaired/overhauled. Send this completed application together with all defective parts in one consignment directly to our address below:

3.3 Send us the parts with carriage paid, using a normal parcel service; express delivery is not necessary. The risk of transport and the freight costs are borne by you as the sender. We reserve the right to refuse acceptance of goods delivered carriage forward. 

3.4 There should be no more than 30 days between the day of the failure and the day of dispatch for your complaint. We reserve the right to reject a warranty claim if you have exceeded this deadline. 

3.5 After we have received your complaint, you will receive a message from our Technical and Quality Division within one week, preferably by e-mail. In the message, we will inform you of the receipt of your complaint, together with our transaction number. 

3.6 You will receive an answer from us immediately as to how we have decided on your complaint or whether we still need additional information from you. We will always refer to the transaction number we have assigned to your complaint.

3.7 If we accept your claim in whole or in part, we will issue you with a credit note for the replacement delivery accordingly. We cannot accept any additional invoices submitted by you for extra expenses.

3.8 If the claim is rejected by us and/or the manufacturer, you will receive a written explanation from us with a description of the damage.

3.9 Within 30 days of our decision on the claim, we will scrap/dispose of the defective parts in a proper manner. Unless you inform us in writing within this period that you wish to have the parts returned.

3.10 Please make sure that you always send all information about your transaction to the Technical and Quality Division. We will then return the parts to you carriage forward.

Try to understand why the exhaust gas turbocharger has failed. Do not simply blame the exhaust gas turbocharger; it is usually only defective as a result of another problem such as the engine or another cause. New turbochargers are often installed, but the actual problem is not fixed, and the new exhaust gas turbocharger could then also fail with identical problems after a short running period! 
 

Many vehicle manufacturers have found that almost 99% of turbocharger failures are caused by faults in the surroundings. Very often turbochargers are replaced as a possible source of the fault, e.g. because of fumes being generated, but the actual fault is very often in the surroundings.
 

There is a rule of thumb among the turbocharger specialists around the world which states that an exhaust gas turbocharger has a service life equal at least to that of the associated engine. The turbocharger is an attachment that is supplied with oil via the engine.

The oil supply for the turbocharger primarily has to fulfil the following main functions:
-       Cool the entire rotating equipment (shaft), bearings and piston rings
-       Lubricate the fast-moving components, which may achieve speeds of up to 300,000 rpm
-       Perform a damping function for the rotor shaft

 

The sealing system of a turbocharger has a very simple structure. There is no turbocharger that is one hundred percent airtight. The seal on the turbine side (exhaust gas) is ensured by piston rings, oil slinger channel in the shaft and the pressure in the exhaust housing during operation. It works in a similar manner on the compressor side (air), although the sealing system is somewhat more complex here. Oil loss on both sides in the exhaust and air housings due to a malfunction in the turbocharger itself is therefore highly unlikely, as both seals will certainly not fail at the same time. Should there nevertheless be a loss of oil in both end housings, this is usually due to a fault in the associated equipment. In such cases, for example, a possible cause may be increased pressure in the oil sump, which, as a result of worn piston rings in the engine, prevents the oil in the turbocharger from draining off without pressure. This results in increased oil consumption and also slight generation of fumes, which should be noticed by observant vehicle owners. Ultimately, this may result in damage to the turbocharger due to a lack of oil, without any further damage to the engine bearing itself being detected.
 

A heavily contaminated air filter can result in insufficient air volume being drawn in by the turbocharger. In this case, engine oil is then sucked in via the engine ventilation, conveyed further by the turbocharger and inevitably leads to the generation of fumes due to burnt engine oil. In the course of such a possible misdiagnosis, turbochargers are often replaced for no reason and as part of this change, new oil, oil filter and also the air filter (which was the actual cause of the defect/fault) are replaced and the engine no longer produces any fumes. 
 

We are often informed that the running gear of a new turbocharger, before installation, has too much radial play. When stationary (engine off), every turbocharger has detectable radial play (up and down) as no oil film or oil cushion is present between the bearing positions in the bearing housing and the radial bearings. During operation, this is resolved due to the oil pressure present and because the shaft rotates on an oil cushion.

You can carry out a quick turbo test with the turbocharger in the assembled state as follows:
-     Switch off the engine and be very careful of hot components in the engine compartment (risk of injury!).
-     Detach the hose/line from the air filter to the turbocharger in order to gain free access to the compressor wheel.
-     Now you can move and rotate the rotor shaft in the compressor housing with two fingers. A slight degree of play is normal; however, no wheel must brush the end housing.
-     The axial play must not exceed approx. 1/10 - 2/10 mm and the radial play may be up to 3/10 mm.