Turbocharger replacement is a significant cost for any diesel or turbocharged petrol owner. The final bill depends on the type of turbocharger, whether a new or reconditioned unit is fitted, engine access requirements and what caused the failure β because fitting a new turbo without addressing the underlying cause of failure means replacing it again within 20,000 km.
This Repair Cost Guide guide combines structured analysis β verdicts, risk scoring and cost ranges where we have enough data β with real fault cases pulled directly from MyCarFault's reporting database, so the guidance below reflects what owners actually experience rather than manufacturer specifications alone. Background and analysis come first, followed by the linked fault reports and related guides you can jump to directly using the links above.
Turbocharger failure mechanisms are well-understood and most failures fall into predictable categories. Oil starvation is the most common: the turbo's central bearing cartridge is lubricated exclusively by engine oil under pressure. If oil delivery is interrupted β through oil pressure failure, a blocked oil feed pipe, or an oil change interval so extended that the oil loses its ability to form an adequate lubricating film β the bearing cartridge overheats and fails. This type of failure typically produces metallic debris in the engine oil and sometimes causes the turbine blades to contact the housing. The second major failure mode is foreign object damage: particles entering the compressor inlet from a damaged air filter or a torn inlet hose, causing impeller blade damage and immediate bearing failure. A third mode specific to variable geometry turbines (VGT) is actuator failure or vane sticking due to carbon accumulation β the turbocharger does not fail mechanically but loses boost control.
Three supply routes are available when a turbocharger needs replacement. A new OEM turbocharger is the highest-cost option but is appropriate for vehicles where turbo failure has been caused by oil contamination β a reconditioned unit fitted without correcting the oil supply issue will fail for the same reason. New OEM units cost Β£400β1,500 depending on the engine. Reconditioned (or remanufactured) turbos are core units that have been stripped, inspected, and rebuilt with new bearings, seals and blades. Quality remanufactured turbos from established rebuilders (BorgWarner Service, Melett, Turbo Doctor, etc.) are entirely appropriate for standard replacement and cost Β£200β700 for the unit. Exchange units are reconditioned turbos supplied on an exchange basis β you send your old core back after fitting the replacement. This reduces the unit cost and is standard practice at specialist turbo workshops.
A new turbocharger fitted without identifying and correcting the failure cause will fail again. The most important pre-installation checks are: confirm oil feed pipe is clean and unblocked; confirm oil return pipe is not restricted (a partially blocked return pipe raises sump pressure inside the turbo and forces oil past the seals); change engine oil and filter with the correct specification; check air filter and inlet ducting for damage; and on VGT turbos, clean or replace the actuator and vane mechanism. A competent workshop should perform or document all of these checks before fitting a new unit.
Β£250β600 reconditioned; Β£500β1,000 new OEM. Labour 2β4 hours.
Β£400β900 reconditioned; Β£700β1,500 new OEM. More complex vane mechanism. Labour 3β5 hours.
Β£500β1,200 reconditioned; Β£900β1,800 new OEM. Labour 3β6 hours.
Β£600β1,500 per turbo (two turbos in system). Labour 5β10 hours depending on which unit and access.
Β£200β500. Good access on most front-wheel drive applications.
Β£350β800. Restricted access on rear-wheel drive cars and AWD systems.
Yes β turbo rebuilding is a legitimate specialist trade. A quality rebuild at a turbo specialist costs Β£200β500 for the core rebuild work and is appropriate when the CHRA (central housing rotating assembly) is the only failed component. Damaged compressor or turbine wheels typically make replacement more economical.
Minimally. Oil-starved turbos disintegrate rapidly under boost load. If oil has entered the intake, the engine may hydro-lock. Minimise driving and avoid high-load conditions until repaired.
2β6 hours depending on the vehicle and turbo location. Cars with turbo buried under the intake manifold or behind the engine take longer.
Always. Fresh oil ensures the turbo's bearing cartridge receives clean, specification-weight lubricant from first use. This is not optional β it directly affects longevity of the new unit.