Author Archives: Austin

H1C Turbo Upgrade Kit

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H1C WH1C 62mm Billet Compressor Wheel and Compressor Housing

This kit includes a machined plate to fit an HX35 front collar which allows the Hx40 62.45 x 86 wheel and housing to fit your factory H1C turbo. This kit includes an upgraded rebuild kit which increases the durability and reliability of the H1C turbo.

Specs: 62.45mm by 86mm billet compressor wheel which is rated for 500hp with the stock H1C / HX35 turbine and 600 hp with a 64 or 67mm turbine. This kit is a direct fit on to H1C and WH1C turbochargers. If you have the 3 inch inlet H1C you will have to change your intake to adapt to the 4″ inlet, other wise this kit is also a direct fit for an H1C turbo that normal has a 3″ Inlet on the compressor housing.

This upgrade kit is a great way to upgrade a factory H1C to an HX35 / HX40 hybrid if you don’t want to upgrade the factory turbine wheel (exhaust wheel). Or you can use this kit to convert your factory H1C to and HX40 spec H1C by also upgrading the turbine housing and turbine wheel shown here. Click the buy now button below to visit our ebay listing on our ebay to store purchase the H1C compressor wheel and housing upgrade kit pictured above.

Click here to buy our 62.45 H1C compressor wheel and housing upgrade kit from our Ebay listing.

The factory H1C with a 3″ inlet has a 50mm x 78mm compressor wheel and the 4″ inlet WH1C / H1C have a 56mm x 83mm compressor wheel. The H1C turbine wheel is the same as an hx35 turbine wheel which is 60mm x 70mm. The HX40 turbo chargers have a 64mm x 76mm turbine from factory which can also be upgraded to a 67mm x 76mm turbine wheel if the factory H1C turbine housing is machined or if matching housing is used.

2003 6.0 Powerstroke 10 Blade Turbine Wheel and Housing

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This is a 2003 6.0 Powerstroke turbine housing upgrade made to fit a 2004.5 -2007 6.0 Powerstroke engine

The internals of this turbine housing is the same as a 2003 6.0 Powerstroke Gt37vas turbine housing. Included are the following:

10 blade Gt37vas 66.4 x 72mm turbine

15mm wide 2003 vanes (2004.5-2007 have 13.2mm vanes)

2004.5-2007 Powerstroke turbine housing machined for 2003 vanes and turbine wheel

New Unison ring

This is an upgraded turbine housing machined to fit 2004.5 -2007 Gt37vas turbochargers as an upgrade. The turbine upgrade will whistle like a 2003 turbocharger because the internals are identical to the 2003 turbine housing, but the casting (outer shell) is a the same as a 2004.5 -2007 turbine housing. Buying this housing is a great way to restore the tolerances on your factory turbo charger to increase performance and help the factory turbo perform like new again.

Please keep in mind that the 2003 – 2004 6.0 Powerstroke turbo chargers also had 59 mm compressor wheel and matching housings, the 2005-2007 6.0 Powerstroke have 56 mm compressor wheel and compressor housing and originally have a 64 mm turbine wheel / wheel (exhaust wheel). We have 63.5 x 88 billet compressor wheel and housing upgrade kits available here.


Click to buy on Ebay: Gt37vas turbine housing, unison ring, vanes, and turbine shaft

6.0 turbo rebuild kit:

6.0 Compressor wheel and housing upgrade

How to rebuild 6.0 turbo

Buy complete 6.0 turbo upgrade for 2004-2007

Precision Ball Bearing Turbo Rebuild Kit

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Below is a video that i made to explain with ball bearing rebuild kit you need for your precision ball bearing Gen1 and Gen2 turbo chargers. The ball bearing rebuild kit is different between the Gen 1 and Gen 2 turbochargers. Below you will find links to the rebuild kit parts that i have available on our Ebay store. We have the ball bearing cages for the Gen 1 which uses the same cage as the GT37R but we do not have a replacement ball bearing cage for the Gen2, but we do have the seal kit listed below.

Gen1 6266 6262 5031e Gen 1 turbo rebuild kit (click to buy from our Ebay listing)

Gen1 6262 6266 5031e ball bearing rebuild kit + cage (click to buy from our Ebay listing)

Gen2 ballbearing 5858 5862 6262 6266 6466 6766 ballbearing rebuild kit (click to buy from our Ebay listing)

Gt37r turbine wheel shaft (click to buy from our Ebay listing)

HE351CW Compressor Wheel Upgrade

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Below I will introduce you to our available billet compressor wheel options 60mm 62.45mm and 67mm. But first here are the factory specs.

2003 – 2004 Dodge ram 2500 & 3500 factory turbo specs: 54mm x 78mm or 56mm x 78mm (7+7 blade) compressor wheel, and 58 x 65mm turbine wheel.

2004 – 2007 Dodge ram 2500 & 3500 factory turbo specs: 60mm x 86mm (hx40 7+7 blade compressor wheel)

Our upgraded compressor wheel and housings are for the 2004.5 -2007 Dodge ram with the 5.9 cummins, if you want to use our compressor housing and wheel on the 2003 – 2004 model, the bearing housing will have to be machined to fit the larger exducer of the compressor wheel (factory is 78mm and the upgrades range from 86 to 89mm, the bearing housing’s compressor wheel pocket has to be machined 1.2mm larger than the compressor wheel) or you can buy our HE351CW bearing housing from our Ebay listing which is machined for our 67mm compressor wheel and compressor housing oring. . Also the boost control solenoid will need to be deleted to work on the 2003 – 2004 model turbos. There are block off plates available on Ebay as well.

Here are our compressor wheel and housing upgrade options for the 2005 – 2007 5.9 Cummins turbo models: 62.45mm x 86mm 650hp option (click to buy from our Ebay listing) and 67mm x 89mm x 95mm 725hp option (click to buy from our Ebay listing). It is recommended to use our turbine housing and turbine wheel in combination of the compressor wheel upgrade, to increase hp and lower EGTs and drive pressure. We also have built turbos available. We also machine our bearing housings for O-rings to insure that the compressor housing will seal properly, the turbo original does not have a seal for the compressor housing.

67mm HE351CW compressor housing (click to buy from our Ebay listing)
67mm HE351CW diy build your own kit (click to buy from our Ebay listing)
HE351CW complete 6767 mm or 6267mm turbocharger (click to buy from our Ebay listing)
HE351CW 67mm x 76mm turbine housing and turbine wheel (click to find more information on this product)

How to disassemble GT3582R

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Here is a great step by step tutorial or how to disassemble a garret ball bearing GT35r, the process is the same for a GT25r GT28r GT30r and GT35r. Here are the rebuild kit parts available to rebuild these turbos: Gt25r GT28r GT30r, GT35r Here are some other good videos that you should watch to understand how to rebuild garret ball bearing turbo chargers. Garrett GT3071r turbo rebuild instructions.

Garrett GT25R GT28R GT2871R GT3071R GT3076R Ball Bearing Turbo Rebuild Kit

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Here is our rebuild kit that we use to rebuild the following turbo chargers: Garrett GT2554R GT2860R GT2871R GT3071R GT3076R Ball Bearing Turbo Rebuild Kit. This rebuild kit also fits some blouch turbos such as the dominator ball bearing series and the 20g XT-R. It does not fit the 20g XT, the 20g XT-R is a garrett ball bearing version, which is completely different, and the 20g XT cannot be converted to the ball bearing version.

Here you will find a good instructional video on how to rebuild the gt25r – gt30r turbo chargers listed above, and here is a disassembly video of a gt35r which uses the same parts the bearing housing is just machined for the larger compressor wheel to fit, and there are a few variations of the plate to compressor housing, as well as the orings used, if the garrett turbo used an oring at all.

GT2554r GT2860r GT2871r GT3071r GT3071r seal kit

The bearing cage is the same for gt25r – gt30r – gt35r but the turbine wheel / shaft sizes are different. Below we have the gt3071r / gt3076r turbine 55 x 60mm with rebuild kit. Here you can find our gt2871r turbine, gt2860r turbine, gt35r turbine. The gt2871r and gt2860r turbine have different shaft lengths but they uses the same turbine wheel, makes sure you order the correct turbine by measuring the shaft as shown in the pictures. The Gt3071r and GT3076r 10 blade gen1 turbines are the same, and are listed by themselves here.

GT3071r GT3076r ball bearing rebuild kit + turbine shaft

6.0 Powerstroke Unison Ring

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The 6.0 Powerstroke unison ring can wear out and need replacement. In this previous post I explained the 6.0 powerstroke VGT problems and shared how to fix them. If the problem is ignored, the unison ring can wear out as well as the vgt arm. Here is a replacement unison ring:

If you plan on rebuilding the 6.0 turbo charger, here is our upgraded 6.0 powerstroke turbo rebuild kit. If your turbo is not repairable, you can buy a 6.0 powerstroke turbo here.

6.0 Powerstroke VGT Problems

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The 6.0 Powerstroke turbo have problems with the factory VGT turbo. The bearing housing and turbo housing commonly rust, which traps the VGT system unison ring. The rust will expand and make the nozzle ring difficult to move. When the unison ring stops moving the vehicle will be very difficult for it to make boost at lower rpm or higher rpm depending on the position that the nozzle ring is stuck in. This is an easy fix with the proper tools. I used a media blaster to remove all of the rust, there are also chemicals that are used to remove rust that work well. I use the media blaster and pressure was the bearing housing very well. There are a lot of oil passages on the 6.0 turbo so it is very important to clean the bearing housing very well if it is blasted. If you dont feel comfortable blasting turbo I suggest buying a new turbo here.

After I remove the rust, i paint the surface to prevent rust from coming back to cause problems. Rust is the cause of the problem, if you can prevent the bearing housing from rusting, the life of the turbo is dramatically increased. If the vehicle is continued to operated with the unison ring trapped, the VGT arm and the unison will wear out as a result causing the need for replacement. Here you can find a replacement unison ring.

6.7 Cummins Turbo Upgrade Problems

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When upgrading a 6.7 cummins turbo charger is it important to understand that you can create problems. In summary, the larger turbo is increasing the amount of airflow being pressed into the engine, as well as being removed from the engine. However downshifting with combination of using the exhaust brake can cause compressor surge. Compressor surge is when the turbo is trying to compressor more air into the engine than the engine is capable of disposing of out the exhaust system. The reason this is such a major issue with VGT model turbo chargers is because the VGT system is used as an exhaust brake. When the VGT System is used as an exhaust brake, it spools the turbo to high rpm, because it is closing the Vane for the VGT system to work as an exhaust brake which is also the same way the VGT System is used to spool up the turbo charger.

There is a fix for this issue. A blow off valve kit can be used to relieve the pressure between the turbo and the intercooler, but you need a kit designed for diesel. XDP has the best kit that i have seen, that is available here. Compressor surge becomes a major problem when the exhaust brake is on and the driver is down shifting into lower gears which is increasing the output boost from the turbo charger, but at the same time restricting the pressure from escaping turbo. I didn’t have a problem for years with the modified turbo chargers, because the problems of the upgraded turbo chargers for the 6.7 cummins is dependent on the driver. It depends on how the driver operates the vehicle. If the truck is has an automatic the transmission is controlling the gear selection when driving, the driver can also select tow mod, which will engage engine braking. With a manual transmission, the driver controls how low of a gear they want to select, in which the driver can control the amount of strain on the turbo.

The stock turbo failing from engine braking with the exhaust brake is not as common, but it is common for the strain of turbo to be heard, which is commonly referred to as turbo bark. Turbo bark term used to describe the sound of compressor surge. It is much more common for an upgraded turbo to break in compressor surge conditions because of the increased airflow. The t51r version of the turbo is much more likely to have problems because the anti-surge, doesn’t allow as much relieve as a stock compressor housing without the t51r.

If you plan to use an upgraded turbo, but you don’t plan on towing, you likely wont need the blow off valve, but if you plan on towing then you need the blow off valve to protect your turbo from ripping the blades off due to compressor surge.

Evo 8 Evo 9 Turbo Rebuild

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Here is a video of the evo 9 turbo rebuild. If you need the evo 9 turbo rebuild kit you can find more information on the kit and purchase in on Amazon here . This turbo rebuild kit work on evo 4, 5, 6, 7, 8, & 9. This rebuild kit also fits upgraded evo 4-9 versions Including Forced performance journal bearing versions: FP green, FP Red, FP Black, FP White, FP Blue. This rebuild kit also fits MAP ef1 ef2 ef3 ef4 turbo charger upgraded as well as kinugawa 25g and turbo lab 25g turbo chargers.