Compressor Wheel Garrett’s compressor wheel testing dictates 1 million cycles prior to introduction. This testing prevents issues such as low cycle fatigue (hub burst/ wheel splitting in half). A wheel may exceed life expectancy but is at risk for premature failure if reused. Analysis of failed rebuilt units show micro cracks in compressor wheel bores.
Solenoid Control Valve The Solenoid Control Valve utilizes stricter control parameters to regulate oil flow through the unit. These controls minimize the amount of oil direct to the turbine end seal to reduce turbine seal leakage.
Turbine Wheel The multiple cycles of the 6.0L application can cause high cycle fatigue of the turbine blades. When a 6.0L turbocharger is reworked it is unknown how many cycles are on the turbocharger which can lead to premature failure. Extended cycles can cause tip failures which can be mistaken for foreign object damage.
Center Housing All new Garrett 6.0L Replacement turbos contain the up-dated center housing with a machined recess. The machined recess helps vent the moisture that could settle under the unison ring and minimize the corrosion in the contact area between the ring and housing. The machined recess allows toxic liquids to bypass the delicate variable geometry mechanism to reduce buildup and interface friction. Brand new units feature these upgrades for extended turbocharger life on 100% of all units.
Unison Ring A brand new unison ring used with new vanes insures proper clearance thereby assuring superior turbo and engine performance. Eliminate problems associated with salvaged unison rings that increase side clearance with vanes that cause sluggish throttle response.
VNT Mechanism The leading cause for replacement is corrosion within the VNT Mechanism. Operating conditions of the 6.0L engine cause the turbo VNT mechanism to wear significantly in a normal lifecycle. Rebuilt units that salvage the mechanism can shorten turbo life. All new parts solve these problems.
Variable Geometry Vanes Typical high mileage vanes show extensive vane tab wear. Reuse of vanes can result in VNT mechanism malfunction. Garrett's all new aftermarket 6.0L turbocharger contains a new vane design with improved metallurgy for better performance and life. Remanufactured units may have slow vane response which can have performance and or emission implications.
Covered by (2 year) unlimited mileage warranty. Warranty covers any damages done during shipping, prior to installation, and if all installation steps were followed. Warranty VOID if damage done due to improper care of the purchaser's vehicle. Warranty's are non-transferable and only offered to the original purchaser.
Description: 2003-EARLY 2004 6.0L Powerstroke. This Garrett GT3782VA Stock Replacement Turbocharger offers a superior replacement option for your 2003 Ford 6.0L Powerstroke. It is 100% new and if you are...More Details »
Description: Eliminate the EBPV system that is prone to oil leakage with this genuine Garrett pedestal. This is a direct replacement that will fit in place of your factory pedestal. Works with the OEM turbo,...More Details »
Garrett 94.5-97 7.3L High flow outlet flange - GAR-448179-0005New
Typical results from most customers will see about 100-200* lower egt’s. This will fit all 7.3L pickup trucks with the tp38 turbos without the exhaust back-pressure valve (NON-EBPV) pedestals from 1994.5-1997. It will also fit the pedestal with the ebpv actuator. Most will purchase the non-ebpv pedestal to also get rid of the potential, yet common, spot for oil to leak out the actuator arm seal.
ELIMINATION OF THE THRUST BEARING ELIMINATES FAILURES AT ELEVATED BOOST LEVELS. THE 88MM GT COMPRESSOR WHEEL PROVIDES 33% MORE FLOW THAN THE STOCK 80MM WHEEL. PORTED SHROUD HOUSING IMPROVES COMPRESSOR FLOW RANGE FOR SURGE CONTROL 1.00 A/R TURBINE HOUSING FOR FREE FLOWING EXHAUST WITH REDUCED BACK PRESSURE AND UP TO 200° F REDUCTION IN EXHAUST GAS TEMPERATURE MAXIMUM RECOMMENDED BOOST LEVEL IS 40PSI.
THE POWERMAX 7.3L FORD POWERSTROKE TURBO KIT INCLUDES:
4-INCH INLET HOSE
OIL SEAL RINGS
*CERAMIC COATING DETAILS -
NOTE: THIS TURBO CAN BE USED ON THE 94-97 OBS TRUCKS IF YOU UPGRADE THE REST OF THE COMPONENTS FROM A L99-03 7.3 SUPERDUTY.
Description: This genuine Garrett direct replacement pedestal eliminates leaks from the EBPV actuator assembly. Works with the OEM turbo, GTP38R ball bearing turbo, and KC Turbos ball bearing "drop-in" turbochargers.
GARRETT E99-03 7.3L HIGH FLOW NON-EBPV TURBO OUTLET - 451274-0005New
GARRETT 99-03 7.3L HIGH FLOW NON-EBPV EXHAUST OUTLET - 451274-0005
THIS NON-EBPV TURBO OUTLET FLANGE FOR THE EARLY 99 THROUGH 2003 7.3L GTP38 OR GTP38R TURBOS IS FOR THOSE THAT WISH TO ELIMINATE THE EXHAUST BACK PRESSURE VALVE ALONG WITH ELIMINATING THE EPBV ACTUATOR FROM THE PEDESTAL OR TO IMPROVE EXHAUST FLOW THROUGH THE TURBO. TYPICALLY THIS OUTLET FLANGE WILL LOWER YOUR EGT TEMPERATURES BY ABOUT 100-200*F.
GARRETT EARLY 1999 7.3L NON-EBPV TURBO PEDESTAL - 700296-0007New
This non-exhaust back pressure valve turbo pedestal eliminates a few problematic oil leaks due to the factory pedestal actuator arm seals that often wear out.
Eliminates the back plate seal and actuator arm seal
Adding the NON-EBPV (aka High Flow Outlet) lowers EGT's
More room to remove/install turbo and turbo up pipes
Genuine Garrett pedestal
For Early 1999 model year only
Pedestal will come with 2 sets of Viton o-rings. 1 set to go in between the engine block and pedestal, and another set for the turbo to pedestal.
Jan 1998-Dec 1998 are typically the early 99's. To be sure, look at the intake boots of the inlet plenums and see if they are 2" diameter. The spider to intake plenums are a "reducing" type boot and the late 99-03 are 3" and are a "straight" boot.
GARRETT GTP38 / TP 38 REBUILD KIT WITH UPGRADED STEEL 360 DEGREE THRUST BEARING
PROVIDES MORE THRUST CAPACITY OVER THE STOCK 270 DEGREE BEARING FOR HIGHER BOOST LEVELS.
COMES WITH EVERYTHING NEEDED TO FULLY REBUILD YOUR 7.3L TURBO.
FITS ALL YEAR 7.3L POWERSTROKE TURBOS. 94.5-03
This housing is a great upgrade over the very laggy factory 1.15 AR exhaust turbine housing. Smaller AR housings result in much quicker spool up of the turbo whereas the stock larger 1.15 spools much slower.
This housing is also great for towing in that it will help give you slightly more boost with towing at highway speeds too. We also offer the 1.0 AR housing for those with slightly larger than stock injectors that want a combination of decent spool and still have a bit more top end power. We recommend the .84 for stock injectors and the 1.0 for 160cc or smaller injectors. For anyone running larger injectors we recommend upgrading to the KC Turbo KC-TP38R.
This housing is a great upgrade over the very laggy factory 1.15 AR exhaust turbine housing. Smaller AR housings result in much quicker spool up of the turbo whereas the larger 1.15 spools much slower.
This housing is also great for towing in that it will help give you slightly more boost with towing at highway speeds too. We also offer the .84 AR housing for even quicker spool up with stock injectors. We recommend the .84 for stock injectors and the 1.0 for 160cc or smaller injectors. For anyone running larger injectors we recommend upgrading to the KC Turbo KC-TP38R.