Journal Bearing and Ball Bearing Turbocharger Rebuilds For smaller jobs we charge $80 to rebuild each journal bearing turbo plus the cost of parts. For industrial turbochargers we charge $300 plus the cost of parts. We also offer to rebuild ball bearing turbochargers. Rebuild kits range from $55 to $300.

I was thinking of getting one of the new VF52 turbos for my 08 WRX but did not know if it was worth it. I wanted to know how much power it accounts.

We use only the best quality of materials to prolong the life of your turbocharger. Email, message, or call us to get an exact quote on a rebuild service for your turbo. Turbocharger Service Policy At Turbo Lab, we take care to provide our customers high quality services personalized for their unique needs. We are available to take your order 24 hours a day, 7 days a week.

Our staff members are professional, courteous and efficient. Machining/upgrading to bigger compressor and turbine wheels We offer to machine your factory turbo to bigger wheels so you can make more power without having to change your turbo setup. We offer machining service for $80 to $120 depending one what turbo your are having machined. Machining and Rebuild We offer to combine machining and rebuild services. We can offer to machine one cover and rebuild for $160 and both covers and rebuild for $240, plus the cost of parts.

Call us for an price quote on your turbo upgrade. Our contact info is at the bottom of this page.

We can offer to machine turbine housing to larger sizes to upgrade them and to also repair them. Here is an example of a tdo5h turbine housing that had the tdo5h turbine shaft break inside the housing, we were able to machine it out 8 more millimeters to a tdo6h4 turbine shaft. (before 49mm x 55mm after 58mm x 67mm) We offer this machining service for 80$.

We offer compressor and turbine upgrades for many different turbos on the market. We also offer billet compressor wheels upgrades as well. Turbochargers that we are most familiar with upgrading are MHI, Garrett, PTE, Comp, Holset, Ko3, Ko4, and ko6. The vehicles thats we are familiar with upgrading these turbochargers are Audi, Buick Grand National, Eagle talon, Plymouth Laser, Mitsubishi Eclipse, Mitsubishi 3000 gt, Evolution 7, 8, and 9, toyota MR2, Honda civic, BMW and more. We are currently working on making it possible to turn 335i tdo3 turbos into tdo4HL 19ts. So far this is the most challenging project we have yet to take on, but we hope to offer this service in the near future.

Whatever project you want to throw at us we are happy to take on. Evo8 and Evo9 We offer Evo 9 20g conversion for $280 which includes a rebuild and machining.

We offer additional options such as a billet 30r and 20g compressor wheel with extended tips(+75). Antisurge housing(+100), Tdo6sl2R turbine upgrade and turbine housing machining (+200). We offer a billet 20g and anti-surge housing for 300$ shipped.

Or we can offer to sell you a brand new evo9 20g with tdo6hR turbine with billet 20g compressor wheel with extended tips for 1000$ shipped. This turbo comes with a new Wastegate actuator of your choice of 18 and 22 psi, but you will have to let us know ahead of time, because we do not stock this turbo. DSM Turbo Upgrades We offer a 14b or 16g to 20g conversion for 240$ which includes a rebuild, machining, and shipping. We offer this service with a cast 20g compressor wheel for $240.

If your core turbine needs a turbine shaft it is an additional $60 for a new tdo5h turbine shaft. We offer options for this turbo such as a billet extended tip compressor wheel(+$75), new evo3 turbine housing(+$100), and a tdo6 compressor housing(+$40), and a new wastegate actuator for tdo6 compressor housing (+$60). Turbo Upgrades for Audi We offer to machine ko3 turbos to ko4 and ko6 compressor compressor and turbine wheels. We use a billet 49mm x 61mm extended tip compressor wheel in our ko3 to ko6 upgrades. We machine the turbine housing from the ko3 turbine (40mm x 45mm) to use a factory ko4/ko6 turbine shaft 44.4 mm x 50 mm and we can also offer that turbine in an after market 9 blade turbine as well.

This upgrade we offer for $550 for parts and labor. Turbo Upgrade for WRX, STI, and Legacy GT We have options for VF turbos such as the billet extended tip 49.6mm x 62mm x 65mm compressor wheel which we offer ins 6 and 11 blade. We also offer MHI turbochargers for the Subaru. We can offer a new MHI turbo and make any billet combination for a Subaru turbo for $800. We can make 16g, 20g, 60-1, and wheels that are in between that are 56mm x 75mm 7 blade and 6 blade, which are comparable to an FP Green.

We can offer tdo5h, tdo6sl2, tdo6h, tdo6h4 turbine upgrades. Turbo Upgrades for an Evo X We can offer the same turbo upgrades for the Evo X as the DSM turbos, because they are forward rotation. The only difference in the EvoX, is that I can recommend bigger compressor upgrades like the 25g (60.5 mm x 78 mm billet and cast options) and 35r (61.4 mm x 82 mm also offered in billet 7 blade). ↓ • Austin Post author Its 700$ to do the pair, this includes 2 tdo4hL 11 blade turbines 46.5mm x 52mm, cast 19t compressor wheels, rebuild labor, and machining. If you want the billet wheel option its $800 for everything. For the billet wheel options, we have billet extended tip 19t compressor wheels in 11 and 6 blade.

The 11 blade wheels would favor spool up and lower boost levels (22-25 psi would be the peak). The 6 blade wheels would favor higher boost levels (25-30 psi) and would be capable of more power. Im waiting on a set of 11 blade rotation assemblies to get back from balancing. I will have those pictures in about 1.5 to 2 weeks so you can see what they look like. We also can get 20t (47mm x 58mm x 61mm offered in 6 and 11 blade) and 20t (50mm x 61mm x 64mm 6 blade) upgraded compressor wheels but we haven’t had them tested and don’t know what they are capable of. As for the 20t and 20t upgrade, it may require me buying new compressor housings because the housing is not big enough to be able to have a bigger size pipe put in the compressor housing. ↓ • Jon Council Well, here’s my situation Austin.

I have a 2001 VW Golf TDI with a stock VNT 15 (GT1749va) turbo. I’m looking for an upgrade that will be both a bolt-on option, durable, and reasonably priced that can: 1) Run up to 30 psi, 2) Can sustain boost levels into the low 5K rpm range, 3) Avoid EGT/EMP issues while doing this. Having done extensive research, I’ve come up with two options: Using a VNT17 frame from a Euro PD150 Golf (GT1749vb), and putting in a GT18 hotside turbine with a 52mm-56mm compressor in a VNT-22 frame from a T4 TDI VW Transporter. Or, using a complete VNT17 frame on both sides, but machine out the shell 1mm or so for extra flow, and use a billet 38mm Compressor with the standard 49mm turbine. (I was told if you use a billet compressor on the VNT 17, the beefier shaft diameter prevents you from upgrading the turbine beyond stock due to clearance issues with the VNT vanes.

A third alternative is using a VNT18 frame from a 2000’s era Mercedes Sprinter CDI, but that requires an adapter to bolt up to my stock manifold. Same with the VNT20 from a 150/180hp Euro VW/Audi TDI V6 from the same early 2000’s era. What options seem the most feasible here with the requirements I’ve set forth? What cost roughly would they be to do? I will be buying this turbo fairly soon as my current one is throwing codes and going into limp mode due to a sticking vane actuatorspiking boost levels.

With nearly 350K miles on the turbo, it’s only a matter of time before it goes.and I’d rather dispatch it peacefully than have it go more “violently”. Your response/input is greatly appreciated. (I’ve had pretty bad experiences with people not responding to email messages with other companies). ↓ • Jon Council Okay Austin, I have some info and references about the GT1749vb upgrades you can use. It turns out that the turbine side can be machined out if you have an cnc machine, and it can take various sizes of turbine wheels. ↓ • Austin Post author We have billet compressor wheel options in 6, 7, and 11 blade that are extended tip. I can offer a tdo6sl2 turbine upgrade or clipping of the factory turbine as well.

The only turbo we have results from is the tdo5hR 20g (nonbillet and unclipped) which made 493 whp on e85. The tdo6sl2R 20g with extended tip would be a good one to go with, but its probably rated for above your power goals. The tdo5hR turbine limited the flow of the engine at 6500 rpm where it wouldnt pull any farther. Having a tdo6sl2 turbine or clipped tdo5hR turbine will help that too.

The price range is $280-$450. The $450 would be the tdo6sl2R 20g with a billet compressor wheel as well, i would go with the 6 or 7 blade. ↓ • Austin Post author 240 is the price shipped and converted. This includes a rebuild, machining, cast 20g compressor wheel, and all the labor involved. It does not include a turbine shaft. About 90 percent of the time the turbine shafts have to be replaced.

Your turbine shaft should be good because your turbo is still good. The 14b shafts are right hand thread and the nut can come off (without loctite) at 22 psi, so i usually just replace them. I can add loctite, but we had one still spin the nut loose at 30 psi, otherwise we never had issues. We sell new tdo5h turbines for 60.

There is a chance your turbo could have had the shaft replaced with a left hand thread one. ↓ • Austin Post author We dont have any 3kgt cores. When you ask if we accept cores, do you mean do we buy cores? Sometimes we do. For the 15gs, it really depends on what turbines you want to run for the price.

For the full out 19ts or 20ts its 800 for everything(includes rebuild, new tdo4HL turbines,billet 20t or 19t wheels). For the 15gs its 240 each turbo, which comes out to 480 to rebuild and machine 2 turbos to the 15g billet wheels.

I would just go as big as possible if you go for 500 hp. I would build 20ts. ↓ • Stevan Garcia Austin, i have been reading some of the comments on the various services that you all offer. I just bought a used 14b with some minor damage to a blade or two on the compressor wheel. I was going to rebuild until i learned that the damage effects balancingmakes sense.

So at this point im interested in doing the 20g conversion. Also, i have seen some upgrades for the 13g’s on stealths and 3000gts.

I just bought an auto dsm with the 13g in it, Is this the same turbo? If so, can those same upgrades.i.e. 15g, 16t, 19t be done to my 13g and yield the same projected power? Or, does that expected power apply to twin turbo applications only. Im curious about this since everybody and their momma does 20g or 16g, holset and fp. I dont necessarily want to follow everyone else,s foot steps.

I apologize for the rambling. ↓ • Stefan Mohammed I was looking into HRC Super 20Gs (TD05H 10cm2 turbine mated to TD06H 20G compressor) until they stopped production on that turbo. I was impressed with the spool of the turbo (power coming in around 3200rpm on a 2.3L volvo 5cyl) and the price point.

Can you provide something with a T3 flange with similar spool and flow characteristics? I’m looking to make around 370-400WHP. I’d be using an external wastegate so there would be no need for an internal gate and I’d ideally like the turbine exit to be a V-band style, although that is not a necessity. ↓ • Austin Post author im not so sure i can grab the factory compressor housing with my machine unless i grind on the housing.

I can buy a new compressor housing though for a 19t (46mm x 60), i can also get 20t and 50 x 62mm compressor wheels. We also have 9 blade tdo4HL turbines that fit these turbos. I can remove the bolt also. We also have upgraded rebuild kits for these turbos.

Is this turbo a TDO4 or TDO4HL. I have never seen one that had the tdo4 shaft in the volvo. If you want me to do the rebuild and Upgrade to a 19t, you are looking at $345 which includes me buy the compressor housing, if i have to. ↓ • Aneesh Patel Hi there!

I have a very old (6+ years/original owner) original GT3582r in my DSM () and it CONSUMES a quart of oil over a 3K interval-especially when cold (It did it since 2011 back when it was in my EVO 8). It’s only coming from the intake side so it goes through my whole intercooler, pipes, engine, etc. Other than that, it performs VERY well and there are no bearing issues. The turbine wheel has some FOD damage, but it’s been like that for a bit.

Can you fix those two issues under the Garrett CHRA warranty program? Also, are the CHRAs you have for sale on Amazon (GT3582r) covered under the OEM warranty? Let me know and I’ll buy it right away and send you this one. ↓ • Austin Post author I can machine the ford 5 bolt turbine housing for a holset hx35 or hx40.

The hx40 is kind of big though. I can also machine the turbine housing to fit a Ball bearing GT30r or GT35r. I have all the parts to build the turbos. For upgrading the factory turbo, you are kind of limited.

I could probably upgrade the shaft, and maybe the compressor wheel. But the problem is the thrust bearing would still be a weaker 270 degree thrust bearing unless i do some changing to allow me to get rid of the carbon seal parts, which may mean that i might not be able to use the compressor housing.

I havent went that far with one before i have only rebuild them. Another thing that we can do is upgrade a garrett turbo around the turbine housing also. For example 60-1 or gt35 journal bearing. ↓ • Austin Post author The CT turbos with the ceramic turbine are really difficult to work with. It isnt something that i want to do. The problem is if you need to remove the turbine housing, if you ever so slightly touch the turbine trying to removed the turbine housing, then the shaft breaks at the ceramic connection to the shaft. On top of that people were telling me that if you boost over 14 psi, then the shaft will break off.

It wouldnt be so bad if i could get a replacement turbine wheel for that, but i have not even been able to do that. Those turbos are really difficult to find parts for to make matters even worse. I know very little about the CT series, I have worked on a few, all of the turbos with the ceramic turbine wheels that i messed with i have not been able to Repair. I could have custom turbine wheels made to replace or upgrade, but i would have to see that it is worth it. What car is the turbo for?

↓ • Austin Post author I would probably go with an a factory turbine housing machined to tdo6 turbine 55mm x 65mm and a 56 x 76 map ef3 compressor wheel. This turbo is good for around 450hp. We have people that spool the 25g turbos really well, and they make really good power 580 hp plus, but the problem is the evo x turbine housing is only machineable to tdo6h, if it is welded, and then it usually cracks, its just a pain to deal with. Then there are aftermarket housings that are 300$, but the problem with those is that they are cast iron and the divider will warp easy and cause a lot of problems. The oem evox turbine housing is the best one to go with, though both crack, the nickel oem housing does a much better job of withstanding heat. ↓ • Douglas Wells Hey Austin- Not sure if I spoke to you or your partner on the phone but they were very helpful on my plans for a 2.7T Audi twin K03 rebuild/upgrade. The issue is having a cost-effective upgrade that will give me better flow vs.

The stock K03s without having to change MAF, piping diameter or intercoolers. I’m after around 100-125 h.p. Improvement vs. Stock (250 crank h.p.) and sounds like the larger K04 cast compressor wheel and machining of the cold side housing is the way to go. Do you modify the hot side at all or just keep the same hot side turbine?

I’ve heard it’s very small on the K03s, great for quick spool and I really want to keep the instant response of the stock turbos but beyond a Stg 1 flash tune the stock turbos are a bottleneck. I reckon after 150k miles my stock turbos will need some attention so planning on this winter. So can you give me a breakdown of what the actual mods will be and is it $550 per turbo as on your website? ↓ • Austin Post author We can rebuild them for 500$ for the pair.

Or if you want to do the upgrade, we can upgrade the turbine wheels from 38mm to 44.4mm x 50mm 9 blade turbines, and from 35mm compressor wheels to 42 x 56mm compressor wheels. The cost is 550$ per turbo to upgrade and Rebuild, This includes machining the compressor and turbine housings, and compressor plates and the rebuild. This kind of upgrades takes about 40hrs, but i should be able to cut a lot of the time down with machine with my cnc lathe. Loopbe30 Serial Killer on this page. ↓ • Austin Post author I have modified a lot of ko3 and ko4 turbos, but I have not modified one of those ko4 turbos before. The largest compressor wheels available is a 50 x 62 x 65mm wheel (5+5 blade), there is also a 7 blade that is 52mm. We have a turbine wheel that is a 9 blade 44.4 x 50mm.

I dont know much about your turbo, there are 3 different ko4 turbines, so i dont know if i have to machine your turbine housing for a larger shaft or not. There is a 42mm x 50 ko4 turbine also. A cost estimate and rebuild for the compressor wheel upgrade is 350$, and for the compressor turbine upgrade and rebuild is 650$.

↓ • Austin Post author I do the upgrade and build for 20ts for 1200$, which includes the rebuild, blasting, painting, pressure washining, cnc machining, and balancing. I dont outsource any of the work, I have the tools to do all the work here. But often I dont always take on these jobs, because they are very time consuming.

It just depends on the amount of work that I have in currently. 2/3 of my business is product sales, 1/3 is turbo builds. Lately i have had to turn down a lot of turbo build work, because I cant hire anyone to do this kind of work in my area for 2 reasons, no one around me that I know of can do this kind of work, and 2nd i dont believe that I have enough profit margin to make money on paying someone else to do the build. ↓ • Nick I have a turbo not sure who made it as I was told pte and Garrett used each other’s parts in the past. On the turbo it says 5252re or 300-5253 so a sc60 turbo. I was looking into getting a turbo good for 700 maybe 800 and be able to set it to 30 psi for now.

It will be on my 98 eclipse gsx. I want a street and drag turbo. Car won’t see much track but when it does it would hold fine. Was looking into getting a pte 6266 but thought you guys would be the best way to go. What would be the best route to go and how much.

↓ • Eric I have a T04e-46 with a T04b housing with a Stage III turbine wheel. The bearings have given up and the compressor wheel has just grazed the housing. I’d like to have the turbo rebuilt and upgrade the compressor wheel. What can you fit into the T04b housing? This is on a Ford 2.3L SOHC engine. The head has been ported with larger valves and a larger cam. However, flow is still poor compared to modern 4v DOHC heads.

I run 20-22psi daily on pump gas, more planned for e85. Pump gas with the T04e-46 resulted in 295rwhp. The engine is done making power by 6500rpm, so I need something that will spool relatively quickly, full boost was about 3800 with the T04e-46/Stg III with a.63 turbine housing. I am running a 60-1/F1-65 in a.82 T3 turbine housing and full boost isn’t until 4600rpm. Needless to say it seems a lot slower. What are your suggestions and what are the costs associated? The only absolute requirement is that I keep with a 5-bolt Ford T3 turbine housing with internal wastegate passage.

↓ • Jose Austin, I currently have an 8 blade hx35 in a BEP.55 a/r dsm bolt on housing. I am pretty sure I have reached the limits of the turbo because I am starting to have boost taper off in the upper RPMs. I am running 30 psi and it drops to 27-28 psi by redline. Mit Erfolg Zur Dsh Pdf File. No boost leaks and the car made great power on the dyno.

I am looking to upgrade to an HX40. Would it be cheaper to convert my holset into an HX40 and machine the turbine housing or sell it and buy an already built unit without the turbine housing and get my housing machined? Spool is very important to me so I would want the fastest spooling compressor and turbine option. Also, do you repair turbine housing threads?

Thanks for your time and I hope to send some business your way in the near future. ↓ • Brian Schuler I’m looking into upgrading/rebuilding 3 hx35w for a triple compound system on a 5.9 cummins. Currenly I have 1 8 blade 58mm, and two 7 blade 56mm hx35w turbos.

I would like to know how much extra flow your billet 60mm and 62.35mm wheels produce? Is there a reliable penalty on the 62.35mm? Do you offer a quantity discount? I would ultimately be purchasing 3 rebuid kits, three compressor wheels and covers and 1 60x70mm turbine wheel/shaft, because my 58mm turbo is assembly balanced, as I understand it. Thanks for your time, and transparency, your site is a grear place to learn about turbos.

↓ • Heath Hey guys, I recently bought a new GT35 Journal Bearing oil/water cooled turbo off of ebay. Everything seems to be ok on it. There looks to be some grinding marks on the exhaust turbine, were maybe some metal was removed for balancing, but I don’t know. I bought this turbo because I am on a tight budget. I am kind of worried about this not working for me. I can not afford one these big name turbos.

I came across you guys an waneed to see if I send it to you guys, could you make it to were this turbo would work and preform way better than it is now? Also, is it possible to make a Journal Bearing turbo a ball bearing turbo? Do you just remove the journal bearing and install a ball bearing? Thank you for any help and info. Thanks, Heath S. ↓ • Austin Post author There is a small compresssor wheel upgrade for that turbo, but those turbos are limited with the amount of power that they can make. I don’t think there is a shaft upgrade and I’m not sure of the hp capability of that turbo.

I just usually build 16g, 20g, or bigger turbochargers for that car. I would recommend the 16g for 350-375 hp and the 20g for 400-425 hp and the tdo6sl2 20g for 425-450 hp.

I can make you a billet 16g or 20g with the wastegate flap welded shut for 650$ or with an internal wastegate for 700$. ↓ • Jamie Ian. Through random web searching, I see that you can machine different exhaust housings for HX40 turbochargers. For reference, I have a 97 eclipse with a 2.4L (auto) and a billet wheel HX40 t4 t/s 17cm housing. I find the 17cm a little too big for the street and I am hoping a 0.82 divided housing would help quicken the spool. I am hoping to stay with the current manifold I have, so a t4 housing would be required.

I am wondering if you could machine or obtain a 0.82 (ish) T4 twin scroll turbine housing with a 3″ outlet for me? I know its been done, but not very common. Wondering if you could be the guy to help. ↓ • Javier Hernandez My vehicle is a 335i n54 TT, stock turbos, wastegate rattle noise problem. What is recommended to do since I want for them gain power as much keeping in mind my engine is completely stock besides an AFE Intake. A quote on fixing the WG rattle and since its going to be taken off the vehicle, I would like for them to be upgraded (you tell me which is the best way) for best gains will being safe on stock engine.

Ideas, quotes and recommendations according to your experience is what I’m looking for.