{"title":"Turbochargers and boost","description":"\u003cp\u003eTurbochargers with calibrated actuators, oil feed kits, boost pipes, intercoolers and sensors.\u003c\/p\u003e","products":[{"product_id":"remanufactured-turbocharger-with-a-calibrated-actuator-in-oe-supplier","title":"Remanufactured Turbocharger with a Calibrated Actuator in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: the electronic actuator calibrated to this unit on the bench, which is what separates a remanufactured turbo from a cleaned one.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 11.8 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218575327580,"sku":"WBD-TUR-001-PO","price":1049.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218575360348,"sku":"WBD-TUR-001-PF","price":1349.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_a_Calibrated_Actuator_in_OE_Supplier_eed7f611-1133-4efa-bc46-12e4255c4589.jpg?v=1790165635"},{"product_id":"remanufactured-turbocharger-with-a-calibrated-actuator-in-genuine-boxed","title":"Remanufactured Turbocharger with a Calibrated Actuator in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: the electronic actuator calibrated to this unit on the bench, which is what separates a remanufactured turbo from a cleaned one.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 12.0 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218575458652,"sku":"WBD-TUR-002-PO","price":1574.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218575491420,"sku":"WBD-TUR-002-PF","price":2049.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_a_Calibrated_Actuator_in_Genuine_Boxed_df048c13-f567-43cc-a103-d4cf5a306d55.jpg?v=1790165635"},{"product_id":"remanufactured-turbocharger-with-an-oil-feed-kit-in-oe-supplier","title":"Remanufactured Turbocharger with an Oil Feed Kit in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: the oil feed and return, because a coked feed line kills a new turbo in weeks and is the commonest reason the second one fails too.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 12.6 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218575589724,"sku":"WBD-TUR-003-PO","price":1099.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218575622492,"sku":"WBD-TUR-003-PF","price":1424.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_an_Oil_Feed_Kit_in_OE_Supplier_30f5111e-8aac-442d-b2f4-a7ae541c8a61.jpg?v=1790165635"},{"product_id":"remanufactured-turbocharger-with-an-oil-feed-kit-in-genuine-boxed","title":"Remanufactured Turbocharger with an Oil Feed Kit in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: the oil feed and return, because a coked feed line kills a new turbo in weeks and is the commonest reason the second one fails too.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 12.9 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218576474460,"sku":"WBD-TUR-004-PO","price":1649.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218576507228,"sku":"WBD-TUR-004-PF","price":2124.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_an_Oil_Feed_Kit_in_Genuine_Boxed_6cd65cb0-5111-4d85-8e35-95bc8144b703.jpg?v=1790165635"},{"product_id":"remanufactured-variable-geometry-turbocharger-in-oe-supplier","title":"Remanufactured Variable Geometry Turbocharger in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: the vane mechanism cleaned, reprofiled and cycle tested, which is what sticks on a diesel that has done short journeys.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 12.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218576572764,"sku":"WBD-TUR-005-PO","price":1149.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218576605532,"sku":"WBD-TUR-005-PF","price":1499.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Variable_Geometry_Turbocharger_in_OE_Supplier_1a40aea1-8096-4085-b479-c7bcb9fd373e.jpg?v=1790165636"},{"product_id":"remanufactured-variable-geometry-turbocharger-in-genuine-boxed","title":"Remanufactured Variable Geometry Turbocharger in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: the vane mechanism cleaned, reprofiled and cycle tested, which is what sticks on a diesel that has done short journeys.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 12.6 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218576638300,"sku":"WBD-TUR-006-PO","price":1724.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218576671068,"sku":"WBD-TUR-006-PF","price":2224.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Variable_Geometry_Turbocharger_in_Genuine_Boxed_5afc85b0-d146-4bf5-9412-91cd02b6cd46.jpg?v=1790165636"},{"product_id":"remanufactured-turbocharger-with-fitting-in-remanufactured","title":"Remanufactured Turbocharger with Fitting in Remanufactured","description":"\u003cp\u003eA remanufactured turbo: the unit and the labour, with the feed line replaced, the sump strainer checked and an oil change at a thousand miles included.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: stripped to the casting, measured, rebuilt with new wear parts and rig tested, with a surcharge on your old unit. Not a cleaned up used part, and we publish what gets replaced\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 11.8 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218578309468,"sku":"WBD-TUR-007-PO","price":1099.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218578342236,"sku":"WBD-TUR-007-PF","price":1424.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_Fitting_in_Remanufactured_1989980c-730b-4655-94dc-a5e5b6fe74c1.jpg?v=1790165636"},{"product_id":"remanufactured-turbocharger-with-fitting-in-oe-supplier","title":"Remanufactured Turbocharger with Fitting in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: the unit and the labour, with the feed line replaced, the sump strainer checked and an oil change at a thousand miles included.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 11.8 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218578375004,"sku":"WBD-TUR-008-PO","price":1349.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218578407772,"sku":"WBD-TUR-008-PF","price":1749.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_Fitting_in_OE_Supplier_c74114bf-18e5-4c95-89a0-8c9ecd30c30f.jpg?v=1790165636"},{"product_id":"remanufactured-turbocharger-with-fitting-in-genuine-boxed","title":"Remanufactured Turbocharger with Fitting in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: the unit and the labour, with the feed line replaced, the sump strainer checked and an oil change at a thousand miles included.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 12.0 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218580930908,"sku":"WBD-TUR-009-PO","price":2024.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218580963676,"sku":"WBD-TUR-009-PF","price":2624.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_Fitting_in_Genuine_Boxed_6fbfca44-9b60-4378-ad72-ff05501ad9ab.jpg?v=1790165636"},{"product_id":"remanufactured-petrol-turbocharger-with-a-wastegate-rebuild-in-remanufactured","title":"Remanufactured Petrol Turbocharger with a Wastegate Rebuild in Remanufactured","description":"\u003cp\u003eA remanufactured turbo: wastegate rattle on the petrol engines is the arm and the bushings rather than the turbo, and this rebuilds both.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: stripped to the casting, measured, rebuilt with new wear parts and rig tested, with a surcharge on your old unit. Not a cleaned up used part, and we publish what gets replaced\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 10.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218580996444,"sku":"WBD-TUR-010-PO","price":1024.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218581029212,"sku":"WBD-TUR-010-PF","price":1324.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Petrol_Turbocharger_with_a_Wastegate_Rebuild_in_Remanufactured_e66c2546-8c29-4124-9489-41e1cdff7260.jpg?v=1790165636"},{"product_id":"remanufactured-petrol-turbocharger-with-a-wastegate-rebuild-in-oe-supplier","title":"Remanufactured Petrol Turbocharger with a Wastegate Rebuild in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: wastegate rattle on the petrol engines is the arm and the bushings rather than the turbo, and this rebuilds both.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 10.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218581127516,"sku":"WBD-TUR-011-PO","price":1249.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218581160284,"sku":"WBD-TUR-011-PF","price":1624.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Petrol_Turbocharger_with_a_Wastegate_Rebuild_in_OE_Supplier_9e926c4d-0116-4c81-b9e3-710702cacb5e.jpg?v=1790165636"},{"product_id":"remanufactured-petrol-turbocharger-with-a-wastegate-rebuild-in-genuine-boxed","title":"Remanufactured Petrol Turbocharger with a Wastegate Rebuild in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: wastegate rattle on the petrol engines is the arm and the bushings rather than the turbo, and this rebuilds both.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 10.6 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218581225820,"sku":"WBD-TUR-012-PO","price":1874.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218581258588,"sku":"WBD-TUR-012-PF","price":2424.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Petrol_Turbocharger_with_a_Wastegate_Rebuild_in_Genuine_Boxed_42ef2deb-0507-41a0-95cf-e7b97e2e776a.jpg?v=1790165637"},{"product_id":"remanufactured-turbocharger-with-a-charge-pipe-set-in-oe-supplier","title":"Remanufactured Turbocharger with a Charge Pipe Set in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: new charge pipes and clamps, because the old ones have been soaked in oil and will split on the first hill with a load on.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 13.6 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218581324124,"sku":"WBD-TUR-013-PO","price":1199.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218581356892,"sku":"WBD-TUR-013-PF","price":1549.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_a_Charge_Pipe_Set_in_OE_Supplier_2e6f7318-f223-4508-835e-bad0c648030a.jpg?v=1790165636"},{"product_id":"remanufactured-turbocharger-with-a-charge-pipe-set-in-genuine-boxed","title":"Remanufactured Turbocharger with a Charge Pipe Set in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: new charge pipes and clamps, because the old ones have been soaked in oil and will split on the first hill with a load on.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 13.9 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218581422428,"sku":"WBD-TUR-014-PO","price":1799.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218581455196,"sku":"WBD-TUR-014-PF","price":2324.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_a_Charge_Pipe_Set_in_Genuine_Boxed_0cd41bc2-2920-4bb9-92dd-8a0349af86cc.jpg?v=1790165637"},{"product_id":"remanufactured-turbocharger-with-an-intercooler-in-remanufactured","title":"Remanufactured Turbocharger with an Intercooler in Remanufactured","description":"\u003cp\u003eA remanufactured turbo: the intercooler too, which on a car that has had a turbo fail is a reservoir of oil waiting to feed the new one.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: stripped to the casting, measured, rebuilt with new wear parts and rig tested, with a surcharge on your old unit. Not a cleaned up used part, and we publish what gets replaced\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 18.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218581520732,"sku":"WBD-TUR-015-PO","price":1299.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218581553500,"sku":"WBD-TUR-015-PF","price":1699.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_an_Intercooler_in_Remanufactured_70f7eda8-c1b5-4171-bd9c-5dd837f91817.jpg?v=1790165636"},{"product_id":"remanufactured-turbocharger-with-an-intercooler-in-oe-supplier","title":"Remanufactured Turbocharger with an Intercooler in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: the intercooler too, which on a car that has had a turbo fail is a reservoir of oil waiting to feed the new one.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 18.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218581651804,"sku":"WBD-TUR-016-PO","price":1599.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218581684572,"sku":"WBD-TUR-016-PF","price":2074.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_an_Intercooler_in_OE_Supplier_9a12b4fc-5438-40f7-99d9-375bcb0b076f.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-with-an-intercooler-in-genuine-boxed","title":"Remanufactured Turbocharger with an Intercooler in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: the intercooler too, which on a car that has had a turbo fail is a reservoir of oil waiting to feed the new one.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 18.8 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218581717340,"sku":"WBD-TUR-017-PO","price":2399.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218581750108,"sku":"WBD-TUR-017-PF","price":3099.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_an_Intercooler_in_Genuine_Boxed_ebfb0c1a-b969-4b90-b022-dad327924f58.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-with-an-egr-cooler-in-remanufactured","title":"Remanufactured Turbocharger with an EGR Cooler in Remanufactured","description":"\u003cp\u003eA remanufactured turbo: the EGR cooler at the same time, which is a known failure and is adjacent labour.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: stripped to the casting, measured, rebuilt with new wear parts and rig tested, with a surcharge on your old unit. Not a cleaned up used part, and we publish what gets replaced\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 19.6 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218582012252,"sku":"WBD-TUR-018-PO","price":1274.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218582045020,"sku":"WBD-TUR-018-PF","price":1649.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_an_EGR_Cooler_in_Remanufactured_750108e4-5d5c-4539-984c-95c96b6ee561.jpg?v=1790165694"},{"product_id":"remanufactured-turbocharger-with-an-egr-cooler-in-oe-supplier","title":"Remanufactured Turbocharger with an EGR Cooler in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: the EGR cooler at the same time, which is a known failure and is adjacent labour.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 19.6 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218582634844,"sku":"WBD-TUR-019-PO","price":1549.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218582667612,"sku":"WBD-TUR-019-PF","price":1999.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_an_EGR_Cooler_in_OE_Supplier_e1e05416-999c-4e2b-8dae-027cd6f1fbda.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-with-an-egr-cooler-in-genuine-boxed","title":"Remanufactured Turbocharger with an EGR Cooler in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: the EGR cooler at the same time, which is a known failure and is adjacent labour.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 20.0 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218582733148,"sku":"WBD-TUR-020-PO","price":2324.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218582765916,"sku":"WBD-TUR-020-PF","price":3024.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_an_EGR_Cooler_in_Genuine_Boxed_24e59e2b-3647-4cf7-9555-16affca03478.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-with-a-sump-and-strainer-service-in-remanufactured","title":"Remanufactured Turbocharger with a Sump and Strainer Service in Remanufactured","description":"\u003cp\u003eA remanufactured turbo: the sump down and the strainer cleaned, which is the only way to be certain the new turbo will get oil.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: stripped to the casting, measured, rebuilt with new wear parts and rig tested, with a surcharge on your old unit. Not a cleaned up used part, and we publish what gets replaced\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 14.8 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218582831452,"sku":"WBD-TUR-021-PO","price":1224.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218582864220,"sku":"WBD-TUR-021-PF","price":1599.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_a_Sump_and_Strainer_Service_in_Remanufactured_67f09c28-f965-4b8d-8599-64bae0a91a4b.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-with-a-sump-and-strainer-service-in-oe-supplier","title":"Remanufactured Turbocharger with a Sump and Strainer Service in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: the sump down and the strainer cleaned, which is the only way to be certain the new turbo will get oil.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 14.8 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218582995292,"sku":"WBD-TUR-022-PO","price":1499.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218583028060,"sku":"WBD-TUR-022-PF","price":1949.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_a_Sump_and_Strainer_Service_in_OE_Supplier_56128349-8280-4c94-81a4-c9816328bbc7.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-with-a-sump-and-strainer-service-in-genuine-boxed","title":"Remanufactured Turbocharger with a Sump and Strainer Service in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: the sump down and the strainer cleaned, which is the only way to be certain the new turbo will get oil.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 15.1 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218583224668,"sku":"WBD-TUR-023-PO","price":2249.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218583257436,"sku":"WBD-TUR-023-PF","price":2924.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_with_a_Sump_and_Strainer_Service_in_Genuine_Boxed_d7fb7e77-9a03-43f3-8baf-20c0029d65fc.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-for-a-v6-diesel-in-remanufactured","title":"Remanufactured Turbocharger for a V6 Diesel in Remanufactured","description":"\u003cp\u003eA remanufactured turbo: the V6 unit, which is a considerably longer job and a considerably more expensive mistake to get wrong.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: stripped to the casting, measured, rebuilt with new wear parts and rig tested, with a surcharge on your old unit. Not a cleaned up used part, and we publish what gets replaced\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 17.2 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218583290204,"sku":"WBD-TUR-024-PO","price":1474.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218583322972,"sku":"WBD-TUR-024-PF","price":1924.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_for_a_V6_Diesel_in_Remanufactured_a391cff3-95ef-414a-960c-3e311af0d0eb.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-for-a-v6-diesel-in-oe-supplier","title":"Remanufactured Turbocharger for a V6 Diesel in OE Supplier","description":"\u003cp\u003eA remanufactured turbo: the V6 unit, which is a considerably longer job and a considerably more expensive mistake to get wrong.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 17.2 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218583355740,"sku":"WBD-TUR-025-PO","price":1799.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218583388508,"sku":"WBD-TUR-025-PF","price":2324.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_for_a_V6_Diesel_in_OE_Supplier_437da579-46ce-4491-a378-10958a39bba9.jpg?v=1790165695"},{"product_id":"remanufactured-turbocharger-for-a-v6-diesel-in-genuine-boxed","title":"Remanufactured Turbocharger for a V6 Diesel in Genuine Boxed","description":"\u003cp\u003eA remanufactured turbo: the V6 unit, which is a considerably longer job and a considerably more expensive mistake to get wrong.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI, and the V6 TDI where stated. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: supplied in the group's own packaging with the group part number on it. Worth the premium where a warranty claim, a lease return or a full main dealer history depends on it, and not otherwise\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: loss of boost, a whistle that has become a scream, blue smoke on overrun, oil in the intercooler, or limp mode with an underboost fault. A turbo rarely fails for its own reasons: it fails because of oil supply, oil quality or something that went through it\u003c\/li\u003e\n\u003cli\u003eLabour time: four to seven hours, and longer on the V6\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. The electronic actuator is calibrated to this unit on the bench and must not be swapped between turbos\u003c\/li\u003e\n\u003cli\u003eAlso needed: oil feed and return lines, a gasket set, manifold nuts which will not come off twice, engine oil and a filter\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in the sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: not a scheduled part. What is scheduled is the oil, and oil is what decides how long a turbo lasts. The group's long life servicing regime stretches the oil interval on the basis of how the car has been driven. It suits a motorway car and it is actively bad for a car doing short cold journeys, which is most cars. A great many tired engines in this group are tired because they were serviced to the long life schedule in town. Switching to the fixed schedule costs one extra oil change every two years and it is the cheapest thing you can do for one of these engines.\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 17.5 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eWhat gets replaced: the complete core, both bearing sets, the thrust assembly, every seal, and the vane mechanism on the variable geometry units. The housings are cleaned, measured and reused, which is normal\u003c\/li\u003e\n\u003cli\u003eBalancing: every unit balanced on a VSR machine and the certificate is in the box\u003c\/li\u003e\n\u003cli\u003eWhy they fail twice: a coked oil feed line, or an intercooler full of oil from the last one. Replace the line and drain the intercooler, and both are in the kits here\u003c\/li\u003e\n\u003cli\u003eRunning in: two minutes at idle before any load, and change the oil again at 1,000 miles\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe remanufactured turbocharger\u003c\/li\u003e\n\u003cli\u003ea new oil feed line and return\u003c\/li\u003e\n\u003cli\u003ea gasket set and manifold nuts\u003c\/li\u003e\n\u003cli\u003ethe VSR balance certificate\u003c\/li\u003e\n\u003cli\u003efitting instructions and torque figures\u003c\/li\u003e\n\u003cli\u003ea prepaid core return label\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eFour to seven hours. Replace the oil feed line and drain the intercooler before the new turbo goes on, and idle it for two minutes before any load. Those three steps take about an hour between them and they are the difference between a turbo that lasts and one that does not.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe difference between a remanufactured turbo and a reconditioned one is whether it was balanced, flow tested and had its actuator calibrated to that specific unit. Ours were and the certificate is in the box. Before you buy one at all, check the cheap things: a boost sensor, a split charge pipe or a sticking actuator account for more underboost faults than failed turbos do.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"Parts only","offer_id":59218583454044,"sku":"WBD-TUR-026-PO","price":2699.0,"currency_code":"GBP","in_stock":true},{"title":"Parts and fitting at our workshop","offer_id":59218583486812,"sku":"WBD-TUR-026-PF","price":3499.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Remanufactured_Turbocharger_for_a_V6_Diesel_in_Genuine_Boxed_9db08d9e-a85a-4c8d-af5d-c81442a86625.jpg?v=1790165696"},{"product_id":"turbo-electronic-actuator-in-oe-supplier","title":"Turbo Electronic Actuator in OE Supplier","description":"\u003cp\u003eA boost system part: the actuator, which is what actually fails on most of these turbos and which has to be calibrated to the turbo rather than bolted on.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 1.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218641420636,"sku":"WBD-BST-001-TDI20","price":439.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218641453404,"sku":"WBD-BST-001-TDI16","price":419.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218641486172,"sku":"WBD-BST-001-TSI20","price":489.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Turbo_Electronic_Actuator_in_OE_Supplier_311e094b-c9e4-4743-83e0-5c7ac331f86b.jpg?v=1790166005"},{"product_id":"turbo-electronic-actuator-in-uprated","title":"Turbo Electronic Actuator in Uprated","description":"\u003cp\u003eA boost system part: the actuator, which is what actually fails on most of these turbos and which has to be calibrated to the turbo rather than bolted on.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 1.5 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218641551708,"sku":"WBD-BST-002-TDI20","price":549.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218641584476,"sku":"WBD-BST-002-TDI16","price":519.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218641617244,"sku":"WBD-BST-002-TSI20","price":609.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Turbo_Electronic_Actuator_in_Uprated_58f5880c-0267-499b-974e-b8b8cc407042.jpg?v=1790166005"},{"product_id":"turbo-oil-feed-and-return-line-kit-in-oe-supplier","title":"Turbo Oil Feed and Return Line Kit in OE Supplier","description":"\u003cp\u003eA boost system part: the feed cokes up and starves the turbo, and it is the commonest reason a replacement turbo fails too.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.8 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218641715548,"sku":"WBD-BST-003-TDI20","price":119.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218641748316,"sku":"WBD-BST-003-TDI16","price":109.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218641781084,"sku":"WBD-BST-003-TSI20","price":129.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Turbo_Oil_Feed_and_Return_Line_Kit_in_OE_Supplier_9fcbfb23-8468-41ae-9cb4-2358bf27130a.jpg?v=1790166005"},{"product_id":"turbo-oil-feed-and-return-line-kit-in-uprated","title":"Turbo Oil Feed and Return Line Kit in Uprated","description":"\u003cp\u003eA boost system part: the feed cokes up and starves the turbo, and it is the commonest reason a replacement turbo fails too.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.9 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218641846620,"sku":"WBD-BST-004-TDI20","price":144.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218641879388,"sku":"WBD-BST-004-TDI16","price":139.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218641912156,"sku":"WBD-BST-004-TSI20","price":159.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Turbo_Oil_Feed_and_Return_Line_Kit_in_Uprated_5af73a98-6d74-4acb-89a5-c29009313dc5.jpg?v=1790166006"},{"product_id":"revised-piston-type-diverter-valve-in-oe-supplier","title":"Revised Piston Type Diverter Valve in OE Supplier","description":"\u003cp\u003eA boost system part: the piston type valve that replaced the diaphragm one, because the diaphragm split and gave a car that felt flat and threw no code at all.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218641977692,"sku":"WBD-BST-005-TDI20","price":119.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218642010460,"sku":"WBD-BST-005-TDI16","price":109.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218642043228,"sku":"WBD-BST-005-TSI20","price":129.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Revised_Piston_Type_Diverter_Valve_in_OE_Supplier_5d59dade-c284-42c1-b831-a9fd7eb114d6.jpg?v=1790166005"},{"product_id":"revised-piston-type-diverter-valve-in-uprated","title":"Revised Piston Type Diverter Valve in Uprated","description":"\u003cp\u003eA boost system part: the piston type valve that replaced the diaphragm one, because the diaphragm split and gave a car that felt flat and threw no code at all.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218642108764,"sku":"WBD-BST-006-TDI20","price":144.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218642141532,"sku":"WBD-BST-006-TDI16","price":139.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218642174300,"sku":"WBD-BST-006-TSI20","price":159.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Revised_Piston_Type_Diverter_Valve_in_Uprated_f297d551-965b-43d7-9161-6491c3f52e68.jpg?v=1790166005"},{"product_id":"boost-pressure-sensor-in-oe-supplier","title":"Boost Pressure Sensor in OE Supplier","description":"\u003cp\u003eA boost system part: the first thing to check on an underboost fault and a fraction of the price of the turbo people replace instead.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.2 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218642272604,"sku":"WBD-BST-007-TDI20","price":79.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218642305372,"sku":"WBD-BST-007-TDI16","price":74.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218642338140,"sku":"WBD-BST-007-TSI20","price":84.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Boost_Pressure_Sensor_in_OE_Supplier_fac339a0-8a2d-4115-9b11-1e073fd2b540.jpg?v=1790166005"},{"product_id":"boost-pressure-sensor-in-uprated","title":"Boost Pressure Sensor in Uprated","description":"\u003cp\u003eA boost system part: the first thing to check on an underboost fault and a fraction of the price of the turbo people replace instead.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.2 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218642436444,"sku":"WBD-BST-008-TDI20","price":94.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218642469212,"sku":"WBD-BST-008-TDI16","price":89.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218642501980,"sku":"WBD-BST-008-TSI20","price":104.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Boost_Pressure_Sensor_in_Uprated_1db23e1a-cd5a-42cb-820a-a8496d2d2675.jpg?v=1790166006"},{"product_id":"charge-air-cooler-in-oe-supplier","title":"Charge Air Cooler in OE Supplier","description":"\u003cp\u003eA boost system part: the intercooler, which fills with oil from a failing turbo and then becomes a reservoir that feeds the new one.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 5.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218642764124,"sku":"WBD-BST-009-TDI20","price":299.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218642796892,"sku":"WBD-BST-009-TDI16","price":279.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218642829660,"sku":"WBD-BST-009-TSI20","price":329.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Charge_Air_Cooler_in_OE_Supplier_1de1f4c8-9763-447c-8d98-10fb36d79137.jpg?v=1790166006"},{"product_id":"charge-air-cooler-in-uprated","title":"Charge Air Cooler in Uprated","description":"\u003cp\u003eA boost system part: the intercooler, which fills with oil from a failing turbo and then becomes a reservoir that feeds the new one.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 5.9 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218642927964,"sku":"WBD-BST-010-TDI20","price":369.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218642960732,"sku":"WBD-BST-010-TDI16","price":349.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218642993500,"sku":"WBD-BST-010-TSI20","price":409.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Charge_Air_Cooler_in_Uprated_6f5feb53-a6f9-4926-b386-876916890d49.jpg?v=1790166006"},{"product_id":"boost-pipe-and-clamp-set-in-oe-supplier","title":"Boost Pipe and Clamp Set in OE Supplier","description":"\u003cp\u003eA boost system part: the charge pipes, which soften in oil and split on the first hill with a load on.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 1.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218643321180,"sku":"WBD-BST-011-TDI20","price":139.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218643353948,"sku":"WBD-BST-011-TDI16","price":129.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218643386716,"sku":"WBD-BST-011-TSI20","price":149.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Boost_Pipe_and_Clamp_Set_in_OE_Supplier_f51e7cc0-c80c-460b-a07b-5a8c17ee278e.jpg?v=1790166006"},{"product_id":"boost-pipe-and-clamp-set-in-uprated","title":"Boost Pipe and Clamp Set in Uprated","description":"\u003cp\u003eA boost system part: the charge pipes, which soften in oil and split on the first hill with a load on.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 1.5 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218643452252,"sku":"WBD-BST-012-TDI20","price":169.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218643485020,"sku":"WBD-BST-012-TDI16","price":159.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218643517788,"sku":"WBD-BST-012-TSI20","price":189.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Boost_Pipe_and_Clamp_Set_in_Uprated_9548d7bc-b0cd-489c-b674-14075041a35e.jpg?v=1790166006"},{"product_id":"n75-boost-control-solenoid-in-oe-supplier","title":"N75 Boost Control Solenoid in OE Supplier","description":"\u003cp\u003eA boost system part: the solenoid that controls the wastegate or the vanes, and a classic cause of over and underboost faults that get blamed on the turbo.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.2 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218643583324,"sku":"WBD-BST-013-TDI20","price":89.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218643616092,"sku":"WBD-BST-013-TDI16","price":84.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218643648860,"sku":"WBD-BST-013-TSI20","price":94.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/N75_Boost_Control_Solenoid_in_OE_Supplier_637266ff-0781-4877-881e-3dedaf3c9db7.jpg?v=1790166007"},{"product_id":"n75-boost-control-solenoid-in-uprated","title":"N75 Boost Control Solenoid in Uprated","description":"\u003cp\u003eA boost system part: the solenoid that controls the wastegate or the vanes, and a classic cause of over and underboost faults that get blamed on the turbo.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.2 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218643714396,"sku":"WBD-BST-014-TDI20","price":109.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218643747164,"sku":"WBD-BST-014-TDI16","price":104.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218643779932,"sku":"WBD-BST-014-TSI20","price":119.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/N75_Boost_Control_Solenoid_in_Uprated_69f6fb3b-b97c-4af5-9ac3-b7d9baafa62d.jpg?v=1790166006"},{"product_id":"turbo-vacuum-actuator-and-rod-in-oe-supplier","title":"Turbo Vacuum Actuator and Rod in OE Supplier","description":"\u003cp\u003eA boost system part: the older vacuum actuator, whose rod seizes and gives underboost and then overboost as the vanes stick.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.6 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218644042076,"sku":"WBD-BST-015-TDI20","price":179.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218644074844,"sku":"WBD-BST-015-TDI16","price":164.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218644107612,"sku":"WBD-BST-015-TSI20","price":194.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Turbo_Vacuum_Actuator_and_Rod_in_OE_Supplier_8e992eb6-a2f7-41b0-b50d-8a4145185c75.jpg?v=1790166006"},{"product_id":"turbo-vacuum-actuator-and-rod-in-uprated","title":"Turbo Vacuum Actuator and Rod in Uprated","description":"\u003cp\u003eA boost system part: the older vacuum actuator, whose rod seizes and gives underboost and then overboost as the vanes stick.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.7 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218644173148,"sku":"WBD-BST-016-TDI20","price":219.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218644205916,"sku":"WBD-BST-016-TDI16","price":209.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218644238684,"sku":"WBD-BST-016-TSI20","price":239.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Turbo_Vacuum_Actuator_and_Rod_in_Uprated_2ea51229-a46a-4c45-b6c2-17a80cd30f47.jpg?v=1790166007"},{"product_id":"vacuum-pump-in-oe-supplier","title":"Vacuum Pump in OE Supplier","description":"\u003cp\u003eA boost system part: the tandem or vacuum pump, which leaks oil into the servo line and gives a hard brake pedal and a smell.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 1.8 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218644304220,"sku":"WBD-BST-017-TDI20","price":269.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218644336988,"sku":"WBD-BST-017-TDI16","price":249.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218644369756,"sku":"WBD-BST-017-TSI20","price":289.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Vacuum_Pump_in_OE_Supplier_f7a13113-dcd7-49b0-a745-530523f1bf3e.jpg?v=1790166006"},{"product_id":"vacuum-pump-in-uprated","title":"Vacuum Pump in Uprated","description":"\u003cp\u003eA boost system part: the tandem or vacuum pump, which leaks oil into the servo line and gives a hard brake pedal and a smell.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: underboost, overboost, limp mode, a whistle, a flat spot, or a car that simply feels slower than it did. Most of these are the actuator, a solenoid, a split pipe or a diverter valve rather than the turbo itself\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 2.0 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218644468060,"sku":"WBD-BST-018-TDI20","price":329.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218644500828,"sku":"WBD-BST-018-TDI16","price":309.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218644533596,"sku":"WBD-BST-018-TSI20","price":369.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Vacuum_Pump_in_Uprated_277af0c1-03f4-42ec-8609-89d48c488001.jpg?v=1790166007"},{"product_id":"cam-follower-for-a-high-pressure-fuel-pump-in-oe-supplier","title":"Cam Follower for a High Pressure Fuel Pump in OE Supplier","description":"\u003cp\u003eA boost system part: eighteen pounds, twenty minutes, and the difference between a working camshaft and a new one. Check it at every oil service.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.1 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218644599132,"sku":"WBD-BST-019-TDI20","price":17.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218644631900,"sku":"WBD-BST-019-TDI16","price":16.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218644664668,"sku":"WBD-BST-019-TSI20","price":19.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Cam_Follower_for_a_High_Pressure_Fuel_Pump_in_OE_Supplier_bc514c4d-d321-4b88-8421-652cd469563b.jpg?v=1790166007"},{"product_id":"cam-follower-for-a-high-pressure-fuel-pump-in-uprated","title":"Cam Follower for a High Pressure Fuel Pump in Uprated","description":"\u003cp\u003eA boost system part: eighteen pounds, twenty minutes, and the difference between a working camshaft and a new one. Check it at every oil service.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 0.1 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218644730204,"sku":"WBD-BST-020-TDI20","price":21.95,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218644762972,"sku":"WBD-BST-020-TDI16","price":20.95,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218644795740,"sku":"WBD-BST-020-TSI20","price":24.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/Cam_Follower_for_a_High_Pressure_Fuel_Pump_in_Uprated_99fb6945-d088-452d-a2cc-293449908554.jpg?v=1790166007"},{"product_id":"high-pressure-fuel-pump-for-a-direct-injection-petrol-in-oe-supplier","title":"High Pressure Fuel Pump for a Direct Injection Petrol in OE Supplier","description":"\u003cp\u003eA boost system part: the pump, and if the follower has worn through then the camshaft lobe has been eaten too and the pump alone will not fix it.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: made by the firm that supplies the group, in that firm's own box rather than a dealer box. Same casting, same line, and on a group that shares parts across four brands this is where the saving actually is\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 2.4 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218644894044,"sku":"WBD-BST-021-TDI20","price":439.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218644926812,"sku":"WBD-BST-021-TDI16","price":419.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218644959580,"sku":"WBD-BST-021-TSI20","price":489.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/High_Pressure_Fuel_Pump_for_a_Direct_Injection_Petrol_in_OE_Supplier_be706cd2-077b-4af6-9f29-e6496578c5ac.jpg?v=1790166007"},{"product_id":"high-pressure-fuel-pump-for-a-direct-injection-petrol-in-uprated","title":"High Pressure Fuel Pump for a Direct Injection Petrol in Uprated","description":"\u003cp\u003eA boost system part: the pump, and if the follower has worn through then the camshaft lobe has been eaten too and the pump alone will not fix it.\u003c\/p\u003e\u003cp\u003eWe are an independent parts supplier. We are not Volkswagen, Audi, Seat or Skoda, and we are not appointed by any of them. Those are their trademarks and what we sell are parts that fit their cars. The useful thing about this group is that four badges share platforms and share parts, so the same component fits a Golf, an A3, a Leon and an Octavia and costs four different amounts at four different counters. We list it once, at one price, and tell you which platform it belongs to.\u003c\/p\u003e\u003ch3\u003eSpecification and fitment\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eFits: Golf Mk5 Mk6 Mk7 Mk8, Passat B6 B7 B8, A3 8P 8V 8Y, A4 B8 B9, Leon 1P 5F KL, Octavia 1Z 5E NX, and the other group cars on the same platforms\u003c\/li\u003e\n\u003cli\u003ePlatform: chosen above. This part is shared across the group. The Volkswagen, the Audi, the Seat and the Skoda all take it, it is the same component in four different boxes, and the price here is the same whichever badge is on your car. Choose your badge above for your records, not because it changes anything.\u003c\/li\u003e\n\u003cli\u003eEngine: 1.6 and 2.0 TDI, 1.4 1.8 and 2.0 TSI. This group changes specification mid production and does it on a platform basis rather than a model year basis, so two cars registered the same week can take different parts. Send us the VIN with the order and we check the part against the build data before anything is dispatched. It takes two minutes and it is the difference between a part that fits and a return.\u003c\/li\u003e\n\u003cli\u003eProduction dates: 2003 to 2022 depending on platform\u003c\/li\u003e\n\u003cli\u003eQuality: the revised part number, which on this group matters more than on most. A great many of these components were superseded because the original failed, and the listing says exactly what changed and when\u003c\/li\u003e\n\u003cli\u003ePart number: cross referenced to the group part number for your VIN and confirmed before dispatch. We do not print one number against a listing that covers several supersessions, because on this group the supersessions are the whole point\u003c\/li\u003e\n\u003cli\u003eThe failure this addresses: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eLabour time: twenty minutes to six hours depending on the part\u003c\/li\u003e\n\u003cli\u003eCoding: no coding, but the adaptation channels should be reset with a diagnostic system afterwards or the car keeps running on values it learned from the failed part. An electronic actuator is calibrated to its turbo and cannot be swapped between units\u003c\/li\u003e\n\u003cli\u003eAlso needed: gaskets, clamps, manifold nuts, and engine oil and filter where the oil circuit has been opened\u003c\/li\u003e\n\u003cli\u003eTorque: manifold nuts to the figure and in sequence. A warped manifold face leaks and sounds exactly like a failing turbo\u003c\/li\u003e\n\u003cli\u003eInterval: the cam follower is worth inspecting at every oil service on a direct injection petrol engine, and it takes twenty minutes\u003c\/li\u003e\n\u003cli\u003eWeight: approximately 2.6 kilograms\u003c\/li\u003e\n\u003cli\u003eWarranty: two years or 24,000 miles, whichever comes first\u003c\/li\u003e\n\u003cli\u003eThe cam follower: On the direct injection petrol engines the high pressure fuel pump is driven off a lobe on the camshaft through a small bucket follower. The follower wears through, and once it does the pump body eats the camshaft lobe. The follower costs about fifteen pounds and the camshaft does not. It is worth pulling the pump and looking at it every oil service, and it takes twenty minutes.\u003c\/li\u003e\n\u003cli\u003eThe diverter valve: the original diaphragm design split and gave a car that felt flat with no fault code. The revised piston type is a different part number and it is what we supply\u003c\/li\u003e\n\u003cli\u003eCheck the cheap things: boost sensor, N75 solenoid, split charge pipe, diverter valve. Between them they account for more underboost faults than failed turbos do\u003c\/li\u003e\n\u003cli\u003eOil in the intercooler: drain it before a new turbo goes on, or it feeds straight back in\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eWhat arrives\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003ethe part as described\u003c\/li\u003e\n\u003cli\u003egaskets, clamps and manifold nuts\u003c\/li\u003e\n\u003cli\u003ecopper grease where fasteners will be disturbed again\u003c\/li\u003e\n\u003cli\u003einstructions with torque figures\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eFitting\u003c\/h3\u003e\u003cp\u003eTwenty minutes to six hours. If you are fitting a turbo, replace the oil feed line and drain the intercooler first, because both of those are why second turbos fail.\u003c\/p\u003e\u003ch3\u003eWhich version to buy\u003c\/h3\u003e\u003cp\u003eThe eighteen pound cam follower on this page is the best value item in this shop. It wears through, the fuel pump then eats the camshaft lobe, and a camshaft is not eighteen pounds. Pull the pump and look at it every oil service. Beyond that, work up the price list: sensor, solenoid, diverter valve, actuator, and only then the turbo.\u003c\/p\u003e","brand":"Wolfsburg Direct","offers":[{"title":"2.0 TDI, EA189 and EA288","offer_id":59218645025116,"sku":"WBD-BST-022-TDI20","price":549.0,"currency_code":"GBP","in_stock":true},{"title":"1.6 TDI, EA189 and EA288","offer_id":59218645057884,"sku":"WBD-BST-022-TDI16","price":519.0,"currency_code":"GBP","in_stock":true},{"title":"2.0 TSI, EA888","offer_id":59218645090652,"sku":"WBD-BST-022-TSI20","price":609.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/files\/High_Pressure_Fuel_Pump_for_a_Direct_Injection_Petrol_in_Uprated_5502e4ab-d630-4fb8-991d-ed8ff5d3afc8.jpg?v=1790166007"}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1053\/3791\/3692\/collections\/hf_20260923_123258_23ef4872-ec62-41d2-9112-369e641c45f6.png?v=1790167133","url":"https:\/\/wolfsburgdirect.com\/collections\/turbo.oembed","provider":"Wolfsburg Direct","version":"1.0","type":"link"}