Corrected that for you.
Modern Turbo Engine Reliability and Durability
- Thread starter wolverine86
- Start date
Typically, that's just to warm up the catalytic converters. Oil flow is pretty much instant.
Respectful correction here : [ Turbos in diesel trucks have been used for decades and billions of miles…]
Dont forget Subaru CVT. Ours did O.K. up to 90k miles when traded. But Subaru provided and extended warranty. This was actually due to a valve body and mini lockup converter issue not belt or pulley failure.
I would almost consider the turbocharger itself to be a wear item, like a timing belt, except easier to replace.
350K on my Impreza CVT so YMMV.
My Volvo turbo engine ('86 Volvo 740 Turbo) lasted for the whole time I owned it, from new to 18 1/2 years and 285,000 km. Both the engine and turbo were still fine. And the turbo in '86 was only oil cooled.
Changed the oil every 3 months, feathered the throttle until the temp gauge was at least off the cold pin, and let the turbo cool down after a high speed drive. The turbo glowed orange after a high speed drive in the mountains so a bit of cooling off before shutdown seemed like a good idea.
It took out the overdrive though, at something like 200,000 km. It had a 4 speed manual with an electric overdrive.
Changed the oil every 3 months, feathered the throttle until the temp gauge was at least off the cold pin, and let the turbo cool down after a high speed drive. The turbo glowed orange after a high speed drive in the mountains so a bit of cooling off before shutdown seemed like a good idea.
It took out the overdrive though, at something like 200,000 km. It had a 4 speed manual with an electric overdrive.
Modern engines with forced induction have so much more torque at very low revs that they are designed to cope, with beefed up crank bearings. While there are some exceptions I haven't the slightest concern that the bottom end in my car is going to wear out because it has forced induction. Nether am I much concerned about turbo's or in my case the supercharger. Unreliability in modern engines is mostly in the top end with single row cam chains and complex variable valve timing, both of which are independent of and unaffected by forced induction.
In my view the positives that forced induction brings in terms of torque and fuel economy, far out way any concerns about the reliability of the turbo. Frankly there is precious little choice but to have a turbo engine these days.
Now if you were to ask about what direct injection brings to party, I would say it's almost all negatives because it adds complexity to not much purpose. GDI is much more of a concern than forced induction.
In my view the positives that forced induction brings in terms of torque and fuel economy, far out way any concerns about the reliability of the turbo. Frankly there is precious little choice but to have a turbo engine these days.
Now if you were to ask about what direct injection brings to party, I would say it's almost all negatives because it adds complexity to not much purpose. GDI is much more of a concern than forced induction.
I own/owned the following turbocharged vehicles:
1984 Thunderbird Turbo Coupe
1991 740 Turbo
2007 Mazdaspeed 3
2014 M235i
2015 X1 xDrive28i
2020 C43
2021 Sahara 4xe
I owned the Turbo Coupe to around 150,000 miles with no issues. I ran the Mazda to 158,000 miles; it received a new turbo at 20,000 miles pursuant to a TSB. Other than that, absolutely no mechanical issues- and it was DI as well.
I like turbo motors; the C43 runs the quarter in 12.6 seconds and averages around 24 mpg. If it runs to 100,000 miles with no major issues I will be more than happy. By 100,000 miles I’m usually ready for something newer and faster (my Club Sport excepted).
1984 Thunderbird Turbo Coupe
1991 740 Turbo
2007 Mazdaspeed 3
2014 M235i
2015 X1 xDrive28i
2020 C43
2021 Sahara 4xe
I owned the Turbo Coupe to around 150,000 miles with no issues. I ran the Mazda to 158,000 miles; it received a new turbo at 20,000 miles pursuant to a TSB. Other than that, absolutely no mechanical issues- and it was DI as well.
I like turbo motors; the C43 runs the quarter in 12.6 seconds and averages around 24 mpg. If it runs to 100,000 miles with no major issues I will be more than happy. By 100,000 miles I’m usually ready for something newer and faster (my Club Sport excepted).
Turbos themselves are reliable, but it's usually all the supporting things (plastic intercooler and coolant pipes, direct injection vs. direct and port injection, etc) that you must do research on to see whether or not the vehicle you are looking at has weaknesses there.
I don't think there have been major issues with turbochargers. A few of my friends have older Subarus that have 200k miles on the original engine/turbo and still happily rev the engine to the moon with little problem.
It's all about the maintenance. Take care of the equipment and generally it will take care of you.
It's all about the maintenance. Take care of the equipment and generally it will take care of you.
Yes.
100 year old technology frightens and confuses me. Horse and buggy is the only safe bet.
Which car is that?
ls1mike
$50 Site Donor 2024
I had a ton of "poo" 80's turbo Dodges. I have ran a few of them to over 250,000 miles with no turbo problems. Head gasket stuff yes. That was not the turbo's fault.
The Malibu is over 105,000 now. No issues. 2.0 LTG GM turbo. Use no oil, does not have fuel dilution. It has been a really good car.
The Malibu is over 105,000 now. No issues. 2.0 LTG GM turbo. Use no oil, does not have fuel dilution. It has been a really good car.
Turbos themselves are generally reliable it's the parts attached to it which can cause issues (Charge pipe/connectors, Oil/Coolant hoses, wastegates) once the miles pile on these pieces may need tending. Thankfully with the proliferation of turbo engines the oils used today are up to the task.
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Ha! My N55 does this as well. It's just to warm the cats ASAP. Of course not everyone waits for the rpms to settle. My mother slams her B58 into gear ASAP.Ok, BMW decided that the B58 needs this feature.
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