Fiat Brava/Bravo/Marea GT15s

This has caused many problems, both trying to repair and replace turbos.

The following pages should help to make the changes clear.

1. The 1.9 litre indirect injection diesel engine was launched in two versions initially, 75hp and 100hp. The turbos are similar but are not interchangeable between the two different engine ratings. 
2. The turbine inlet flange for both engines initially had 4 x 9mm clearance holes which fitted over the four studs in the engine’s exhaust manifold. This is the 454080-0002 and 454080-0004.
   Later, Fiat changed the design of the manifold to use two M8 studs and 2 x 9 mm clearance holes. We obviously had to change the turbine inlet flange in the same way. This means that the later turbos 454006-0002 and 454006-0004, which use the 2 x M8 threaded holes ( with studs supplied by Fiat ) and 2 x 9mm holes, will NOT interchange with the earlier design.
   The enclosed table shows the inlet/outlet flange configurations for all types. 
3. On the 454006-0002 and 454006-0004, we supplied studs fitted into the turbine OUTLET flange, although this also changed later. 
4. For 1999, the 100hp idi engine was superseded by a 105hp direct injection unit, and the turbo is also new and not interchangeable with earlier one. The 75hp idi engine continues to be available alongside this. 
5. On the table, the production date is shown for each turbo, but note that this is a Garrett production date and this may vary from the date of first registration of the vehicle. 
6. The major change ( from a service point of view ) form 454006-0002 to 700999-0001 is to a larger piston ring at the compressor end. This also means the thrust spacer and backplate changed at the same time. 
7. The major change ( from a service point of view ) form 454006-0004 to 701000-0001 is to a larger piston ring at the compressor end. This also means the thrust spacer and backplate changed at the same time. 
8. On the 100hp engine, the move from 701000-0001 to 702339-0001 was due a change in A/R of the turbine housing. This was .47 and change to .35 to improve low speed response without affecting the power output. This a recommended change, as the customer does not need to make any changes to fuelling to take advantage of the better response.

Trevor Cass
Product Support Engineer
Allied Signal Turbocharger Aftermarket