Mercedes-Benz Sprinter Turbocharger Rebuild

Sprinter
Turbo
Rebuild

Complete in-house rebuild service for all three Sprinter generations. T1N OM612 Garrett, NCV3 OM646 BorgWarner single and bi-turbo, NCV3 OM642 V6, VS30 OM651 single and R2S bi-turbo. VGT vane cleaning on every VGT rebuild. In-house VSR balancing since 2008.

Start Your Rebuild All Generations →
T1N2001–2006
NCV32007–2018
VS302019–Present
T1N
First Gen
2001–2006 (US) — W901-905
OM612 2.7L I5 — Garrett GT2256V
OM647 2.7L I5 — Garrett updated
NCV3
Second Gen
2007–2018 (US) — W906
OM646 2.2L I4 — BV39 / BV39+K04 bi-turbo
OM642 3.0L V6 — BorgWarner VGT
VS30
Third Gen
2019–Present (US) — W907
OM651 2.1L I4 — KP39 / KP39+K04 R2S
OM642 3.0L V6 — BorgWarner VGT
First Generation
T1N
Garrett GT2256V
US Years2001–2006
ChassisW901-905
Engine (US)OM612 / OM647 2.7L I5
TurboGarrett GT2256V
TypeVariable Geometry (VGT)
BadgesDodge / Mercedes / Freightliner

The T1N Sprinter arrived in the US market in 2001 and was sold under three brands -- Mercedes-Benz, Dodge, and Freightliner -- depending on the selling dealer. All three badges cover the same van. The US T1N uses the OM612 2.7L five-cylinder diesel from 2001 through approximately 2003 and the updated OM647 variant through 2006. Both use the Garrett GT2256V variable geometry turbocharger. The five-cylinder diesel with the Garrett VGT was a landmark powertrain for the commercial van segment when it arrived in North America.

The T1N is now 20-plus years old. The vans that are still in commercial service have accumulated high mileage and variable maintenance histories. EGR soot accumulation, extended oil intervals on a high-mileage workhorse, and age-related bearing wear are the dominant failure causes. VGT vane sticking is common on high-mileage T1N turbos -- the geometry mechanism accumulates carbon from the EGR system and the vanes stick in a partially open position, producing P0299 codes and sluggish acceleration that many owners mistake for other mechanical issues.

Mercedes / Garrett Part Numbers

A6120960099 A6120961099 A6120960799 6120960099 6120961099 709836-0001 709836-0002 709836-0003 709836-5003S
EGR System Warning: The T1N OM612 and OM647 EGR system deposits soot directly into the intake and VGT mechanism. On any T1N with VGT symptoms, the EGR system and EGR cooler condition should be investigated alongside the turbo rebuild. A rebuilt turbo on an engine with an EGR system producing excessive soot will develop the same vane sticking within a short period.
Second Generation
NCV3
OM646 & OM642
US Years2007–2018
ChassisW906
Engine (4-cyl)OM646 2.2L I4 CDI
Engine (V6)OM642 3.0L V6 CDI
Turbo (4-cyl low)BorgWarner BV39 single
Turbo (4-cyl high)BV39 + K04 bi-turbo
Turbo (V6)BorgWarner VGT

The NCV3 generation arrived in the US in 2007 and was the most common Sprinter on the road until the VS30 replaced it. The NCV3 offers two engine options -- the OM646 2.2L four-cylinder CDI and the OM642 3.0L V6 CDI. The four-cylinder is by far the most common in the US market and comes in two turbo configurations depending on output level.

OM646 Lower Output
Single BorgWarner BV39 / KP39
Standard output OM646 applications use a single BorgWarner BV39 variable geometry unit. Part number 54399880049 / A6460900380. This is the same KP39/BV39 unit used on the Mercedes Sprinter in European markets and the same family as the VW/Mercedes passenger car VNT turbos. VGT vane sticking from EGR soot is the dominant failure cause.
OM646 Higher Output — Bi-Turbo
BorgWarner BV39 (Low Pressure) + K04 (High Pressure)
Higher output OM646 variants use a staged bi-turbo system. The BV39 is the low-pressure unit, the K04 is the high-pressure unit. BV39: 54399880049 / A6460900380. K04: 53049880057 / A6460901480. When one unit fails, both must be assessed. The bi-turbo staging relies on matched response from both units -- a rebuilt LP turbo against a worn HP turbo produces boost anomalies the ECU cannot properly compensate for.
OM642 3.0L V6
BorgWarner VGT Single
The 3.0L V6 OM642 uses a single BorgWarner variable geometry unit. The V6 has a known oil leak issue from the rear main area and the turbocharger oil feed should be inspected for contamination from any existing V6 oil leaks before the rebuild is returned to service. Part number A6420900880.

NCV3 OM646 Part Numbers

54399880049 54399700049 A6460900380 6460900380 6460901280 6460901480 53049880057 53049700057 A6460901480 49389-01043
Third Generation
VS30
OM651 & OM642
US Years2019–Present
ChassisW907
Engine (4-cyl)OM651 2.1L I4 CDI
Engine (V6)OM642 3.0L V6 CDI
Turbo (4-cyl low)BorgWarner KP39 single
Turbo (4-cyl high)KP39 + K04 R2S bi-turbo
Turbo (V6)BorgWarner VGT single

The VS30 generation replaced the NCV3 in the US in 2019. The OM651 2.1L four-cylinder replaced the OM646 in the four-cylinder lineup and brought improved emissions performance and a revised turbo system. The OM642 3.0L V6 continued from the NCV3 generation.

The OM651 turbo configuration mirrors the OM646 pattern -- single BorgWarner KP39 for standard output and a staged R2S (Regulated Two-Stage) bi-turbo system for higher output. The R2S system is BorgWarner's designation for their staged twin-turbo architecture -- the same LP+HP staging concept as the OM646 bi-turbo but with updated CHRA designs. The KP39 is the evolution of the BV39 with improved vane mechanism durability and updated CHRA design.

OM651 Standard Output
BorgWarner KP39 Single
Standard OM651 applications use a single KP39 variable geometry unit. Mercedes part number A6510906380 / 6510906380. Direct evolution from the BV39 used on the NCV3 with updated internals. VGT vane sticking from EGR soot remains the primary failure cause.
OM651 Higher Output — R2S Bi-Turbo
BorgWarner KP39 (LP) + K04 (HP)
High-output OM651 uses BorgWarner's R2S regulated two-stage system. KP39 low-pressure unit: A6510906380. K04 high-pressure unit: A6510900880. Both units assessed and rebuilt together. The R2S system uses electronic actuators for both turbo units rather than purely pneumatic controls -- actuator condition is inspected as part of every R2S rebuild.

VS30 OM651 Part Numbers

A6510906380 6510906380 A6510900880 6510900880 A6510905280 10009700074 10009880074 54399700106 5439-970-0106
Note: VS30 OM651 production covers a wide range of sub-variants (OM651.955, OM651.957) with different power outputs. Confirm your exact Mercedes part number from the turbo tag or the Mercedes EPC before shipping to ensure we pull the correct rebuild kit.
Part Number Reference

Find Your Part Number

Search by Mercedes OEM part number, BorgWarner number, Garrett number, engine code, or generation. Mercedes uses the A-prefixed format (A6460900380) -- the number without the A prefix is also accepted at most parts counters.

Showing -- results
Part Number Turbo Model Generation Application Notes
A6120960099Garrett GT2256VT1N2001-2006 Sprinter T1N OM612 / OM647 2.7L 5-cylVGT -- Dodge/Mercedes/Freightliner
A6120961099Garrett GT2256VT1N2001-2006 Sprinter T1N OM612 / OM647 2.7L 5-cylVGT variant
6120960099Garrett GT2256VT1N2001-2006 Sprinter T1N 2.7L 5-cylNo A-prefix format
709836-5003SGarrett GT2256VT1N2001-2006 Sprinter T1N OM612 / OM647Garrett part number
709836-0001Garrett GT2256VT1N2001-2006 Sprinter T1N OM612 / OM647Garrett part number
709836-0002Garrett GT2256VT1N2001-2006 Sprinter T1N OM612 / OM647Garrett part number
A6110960599Garrett / OM611T1NT1N OM611 2.2L 4-cyl (Europe / early)OM611 variant
A6110961499Garrett / OM611T1NT1N OM611 2.2L 4-cyl (Europe)OM611 variant
54399880049BorgWarner BV39NCV32007-2018 Sprinter NCV3 OM646 2.2L -- single turbo variantVGT single -- low output
54399700049BorgWarner BV39NCV32007-2018 Sprinter NCV3 OM646 2.2L -- single turbo variantVGT single -- complete
A6460900380BorgWarner BV39NCV32007-2018 Sprinter NCV3 OM646 2.2LMercedes OEM
6460900380BorgWarner BV39NCV32007-2018 Sprinter NCV3 OM646 2.2LMercedes OEM no-prefix
6460901280BorgWarner BV39NCV32007-2018 Sprinter NCV3 OM646 2.2LMercedes OEM variant
49389-01043BorgWarner BV39NCV32007-2018 Sprinter NCV3 OM646 2.2LBorgWarner number
53049880057BorgWarner K04 HPNCV32007-2018 Sprinter NCV3 OM646 bi-turbo -- High Pressure turboBi-turbo HP unit
53049700057BorgWarner K04 HPNCV32007-2018 Sprinter NCV3 OM646 bi-turbo -- High Pressure turboBi-turbo HP complete
A6460901480BorgWarner K04 HPNCV32007-2018 Sprinter NCV3 OM646 bi-turbo -- High PressureMercedes OEM HP
6460901480BorgWarner K04 HPNCV32007-2018 Sprinter NCV3 OM646 bi-turbo -- High PressureMercedes OEM HP no-prefix
A6420900880BorgWarner VGTNCV32007-2018 Sprinter NCV3 OM642 3.0L V6 CDIV6 VGT single
6420900880BorgWarner VGTNCV32007-2018 Sprinter NCV3 OM642 3.0L V6 CDIV6 VGT single
A6510906380BorgWarner KP39VS302019+ Sprinter VS30 OM651 2.1L -- single turbo variantVGT single
6510906380BorgWarner KP39VS302019+ Sprinter VS30 OM651 2.1L -- single turbo variantVGT single no-prefix
54399700106BorgWarner KP39VS302019+ Sprinter VS30 OM651 2.1L -- single turboBorgWarner number
A6510900880BorgWarner K04 HPVS302019+ Sprinter VS30 OM651 R2S bi-turbo -- High Pressure turboR2S HP unit
6510900880BorgWarner K04 HPVS302019+ Sprinter VS30 OM651 R2S bi-turbo -- High Pressure turboR2S HP no-prefix
10009700074BorgWarner R2SVS302019+ Sprinter VS30 OM651 R2S bi-turbo completeR2S complete system
10009880074BorgWarner R2S CHRAVS302019+ Sprinter VS30 OM651 R2S bi-turbo CHRAR2S CHRA
A6510905280BorgWarner KP39VS302019+ Sprinter VS30 OM651 2.1L variantOM651 variant
Common Failure Modes

Why Sprinter Turbos
Fail

The Sprinter is a commercial workhorse. High mileage, variable maintenance, and the EGR system are behind the vast majority of failures across all three generations.

All Generations
01
VGT Vane Carbon Sticking
The most common Sprinter turbo failure across all three generations. The Sprinter EGR system re-circulates exhaust gas to reduce NOx emissions. This EGR gas carries soot directly into the VGT mechanism. Over high mileage the soot accumulates on the unison ring and vane pivots, causing the variable geometry to stick in a partially open or closed position. Symptoms include P0299 under-boost, P0234 over-boost, sluggish acceleration, black smoke on startup, and limp mode. VGT vane disassembly, cleaning, and inspection are part of every Sprinter turbo rebuild at Boost Lab.
All Generations
02
Extended Oil Intervals on Commercial Vans
Sprinters in commercial service are often maintained on fleet schedules that stretch oil change intervals further than the turbo prefers. Degraded oil loses viscosity and film strength under the heat load of a turbocharged diesel in continuous operation. The BV39 and KP39 VGT units are particularly sensitive to oil quality because the vane actuator mechanism relies on clean oil for its internal passages. Extended interval oil combined with EGR soot produces compounded bearing and vane wear that accelerates the timeline to failure significantly.
NCV3 / VS30
03
Bi-Turbo LP/HP Imbalance
NCV3 bi-turbo (BV39 + K04) and VS30 R2S bi-turbo (KP39 + K04) systems require matched response from both units for proper staged boost delivery. The LP unit typically shows wear first since it processes all exhaust flow continuously. A worn LP against a fresh HP turbo creates boost anomalies that the ECU interprets as fueling or sensor issues, leading to misdiagnosis. Both units must come in together and be rebuilt to the same specification before returning to a staged system. We rebuild bi-turbo sets as matched pairs.
NCV3 OM642
04
OM642 V6 Oil Leak Contamination
The NCV3 OM642 3.0L V6 has a known and well-documented tendency for oil leaks from the rear main seal area and various gasket surfaces. When engine oil leaks reach the turbocharger oil supply line, the contaminated oil accelerates bearing wear. Any V6 Sprinter turbo rebuild should include confirmation that known V6 oil leak sources have been addressed before the rebuilt turbo is reinstalled. We flag this in every OM642 rebuild report.
T1N
05
T1N Age and Soot Accumulation
The T1N is now the oldest Sprinter generation in service -- the youngest examples are nearly 20 years old. Turbos that have never been serviced have accumulated two decades of EGR soot in the VGT mechanism and oil passages. The Garrett GT2256V on the T1N is a serviceable unit and parts are available, but the extent of cleaning and inspection required on a neglected T1N turbo is substantially greater than a well-maintained NCV3 unit. We document the internal condition thoroughly at teardown and include a full condition report with every T1N rebuild.
VS30
06
VS30 R2S Electronic Actuator Wear
The VS30 R2S bi-turbo system uses electronic actuators rather than the purely pneumatic controls on earlier Sprinter turbos. The actuator controls VGT vane position electronically through a motor and feedback sensor. Actuator failures produce specific fault codes (P003A, P003B, P2563) that can be mistaken for turbo internal failure when the turbo itself is mechanically sound. We check actuator response during inspection and include actuator condition in every VS30 R2S rebuild report. If the actuator is the sole cause, we can often return the turbo without a full bearing rebuild.
Common Questions

Frequently Asked

The easiest way is the HP output of your Sprinter. Lower output OM646 variants (109 HP, 129 HP) use the single BV39. Higher output variants (150 HP, 163 HP) use the bi-turbo BV39 + K04 system. You can also look under the hood -- a single turbo is obvious, and the bi-turbo system has two visibly distinct turbocharger units with separate charge piping. The Mercedes engine tag on the valve cover also has the engine code (OM646.986, OM646.989, OM646.990) which cross-references to the output level. Contact us with your VIN or engine code and we can confirm before you ship.
P0299 on a Sprinter points to VGT vane sticking as the primary suspect, but not exclusively. A boost leak in the charge piping, a failed intercooler end tank, or a cracked intake boot between the turbo and intercooler can produce the same code. Before pulling the turbo, check all charge piping for cracks at the connection points and pressure test the intercooler. If the charge piping is intact and the intercooler holds pressure, the turbo vanes are the likely cause. When the turbo comes to us we can confirm the vane condition at teardown and report back before proceeding with the rebuild.
We recommend against it. Both the LP (BV39) and HP (K04) units in the bi-turbo system operate under the same conditions and accumulate equivalent wear. When one fails visibly, the other is typically close behind. A mismatched bi-turbo system -- one fresh, one worn -- produces boost staging anomalies that the ECU has limited ability to correct for, and the fresh unit ends up carrying more of the load and wearing faster. The cost of pulling both units is essentially the same labor as pulling one. Ship both, we rebuild both to matched spec, and you get a properly balanced system back.
No. The NCV3 OM646 BV39 (A6460900380) and the VS30 OM651 KP39 (A6510906380) are different part numbers and different CHRA designs despite sharing the BV39/KP39 frame family. The engine codes on the first digits are different -- 646 vs 651. They are not interchangeable. Similarly, the K04 high-pressure units differ between NCV3 and VS30 applications. Always confirm the part number from the turbo tag or the Mercedes EPC for your specific vehicle before shipping.
Drain any residual oil from the oil inlet and outlet ports. Plug all ports. For bi-turbo Sprinters, ship both units in the same box. Include a note with your generation (T1N / NCV3 / VS30), engine code (OM612 / OM646 / OM651 / OM642), whether single or bi-turbo, and the Mercedes part number from the turbo tag if visible. Double-box with foam padding on all sides. Ship via UPS or FedEx to 37833 Pineapple Ave Unit A, Dade City, FL 33523. Contact us before shipping and we will confirm receipt.
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Start your rebuild request in our repair system. T1N through VS30, single and bi-turbo, all supported. VGT vane cleaning on every rebuild. In-house VSR balancing since 2008.

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sales@theboostlab.com theboostlab.com Dade City, FL