Below is a list of current and previous catalogs from Garrett, Borg-Warner EFR, Mitsubishi Heavy Industries (MHI), Holset and Turbonetics over the last few years for your review and collection. This can help determine what turbocharger that one already may have in order to help them with the next step of either to repair or replace their current unit. A PDF reader is required to view the catalog and reference information.
Please note: Garrett© Catalogs Versions 4 & 5 have internal errors within the catalog in some of the newer GTX components from 2011. This was a Honeywell listing issue on all catalogs, and have not been changed. The current 2016 Catalog contains current, more precise information
Please Note: Only the Precision Catalogs from 2005 contain any components that were shared with Garrett-Honeywell Turbo Technologies. Their contract with Garrett ended in Q3 2006. The Precision Catalog of 2009 still shares components from the HPC Class of turbine wheels from Turbonetics. Catalogs from 2011 & 2016 have Precisions entire CEA lineup from their own resources
This Garrett White Paper delves into the reasons for their integration into the system and shows graphic examples of what can happen when they are not implemented. Whether the turbocharger's Center Section contains Journal Bearings or Steel Ball-Bearrings, the key to durability and longevity is to run water lines whenever possible.
The white paper also describes the optimal method to hook up these water lines, but we feel that this information can be conflicting and confusing with turbocharger Center Section orientation, so we believe it is not as relevant.
Wheel burst can be a serious safety concern when a turbo is pushed to its limits. This Garrett® white paper explains wheel burst: what it is and how it can happen, the amount of energy released by a burst, and how each and every Garrett® OE and aftermarket turbocharger for sale to the public is designed and qualified to safely contain the fragments of a bursting wheel.
This article gives a quick description as to the types of Intercoolers that are most popular with both sport compact and larger displacement gasoline-powered vehicles. It was co-authored by The Shodan of Honda-Tech but references photo examples and information by Evan Griffey of Turbo Magazine written in April 2003 with commentary by Johnny Wang of Spearco intercoolers
Borg-Warner almost 10 years ago developed and released their Earth Friendly Racing (EFR) turbocharger designs to the public, orginially using Full-Race as its sole distributing member. With new distribution infrastructure and utility now in place, STC believes that understanding the history of this particularly unique conceptualization and implementation be shown. From the Borg-Warner / 3K line forward, this small documetary details how the EFR line was created
It is normal for those that use Original Equipment Manufacture (OEM) factory turbochargers be confused as to which name designation belongs with an engine application. This is especially true of that same OEM turbo is going to be used on an engine for a retrofit application that was never designed to be there. In addition, although Japanese Companies like GReddy / Trust, and Apex Integration no longer sells turbochargers in the same volumes as they had before 2006 to the public, their units are still in use by users and race teams today, however, they no longer have the data to which to compare their unit to more utilized units of today.
With terms like "T3/T4" and "TD04", "TE04", "TD05", "VF3X", "RH6" and "16G", being thrown around on forums and other media incorrectly, we thought it would behove the user to understand specifically where these Mitsubishi Heavy Industries (MHI) and Ishikawajima-Harima Heavy Industries Co., Ltd. (IHI) naming conventions originated. Below is an article that explains these particular origins. Please note that neither the GTX nor EFR line are mention in this brief.
Deciding when it's time to rebuild or replace a turbocharger can be confusing, and misleading at times. Some symptoms of issues within the turbocharger can be easy to spot, while others can give a false reading, leading to another problem within the engine that the turbocharger is simply experiencing. This decision can be wasteful and expensive if the wrong diagnosis isn't determined. Below is a quick-reference troubleshooting chart that can easily help rule out issues that may give a false reading, and help determine whether or not repair, or even replacement is the right course of action. Either way, the best, first response is to stop driving the vehicle.
Titles in Red font are the symptoms that the turbo was/is exhibiting, while the titles in Black font are possible causes
This is the Installation Card that should come with all Garrett and STC-Garrett /Honeywell Turbo Technologies turbochargers. If you do not see this card in your Garrett turbocharger package, please look here to find out the specifications (marked as "in-lbs") and convert to ft-lbs. Typically "hand wrench tight" will suffice, but please be sure to use proper equipment when installing. When in doubt, let a professional install your turbocharger. STC is not responsible for improper installation.
We recently created a great checklist for those that receive a new turbocharger and want to ensure that installation is proper before starting an automotive or diesel engine. This is essential in ensuring that the turbocharger gets proper oil fed to the oil channels the second that the turbine shaft rotates, to keep the turbocharger running smoothly. Print this check list out if necessary, as a final walk-through.
Turbonetics also created a Guide in 2004 that contains information that pertains to older Turbonetics and Current Journal Bearing and Dual Ball-Bearing Garrett Turbochargers, including the GT(X) Generation I and Generation II Series. It may not specifically call to specific Garrett nomenclature and series names, but they still retain all of the essential information that older Turbonetics (pre-2010 models) and current STC-Garrett Journal Bearing models.
This section is dedicated to those automotive areas of forced induction that put a focus on engine tuning, mapping, and other protocols that require the use of 2012+ vehicles utilizing OBD (On-Board Diagnostic) and (Control-Area Network) CAN-BUS technology which is a vehicle bus standard designed to allow electronic control units and devices to communicate with each other in applications without a "Main" computer or ECU.
This is a newer area for STC, as we are now in active engagements with law firms, engineering facilities, and education centers to which we educate, promote, and consult with businesses and entities whose focus are on emerging and distruptive technologies in the automotive industry. This section is dedicated to more dynamic fields of forced-induction from both the production and aftermarket standpoints.
Ever want to know what hardware and software it takes in order to utilze these systems? These articles, white-papers and noted readings are part of our continuing research & development on how to legally manipulate, test, and work with these emerging systems in today's vehicles, while still retaining the demand and utility of the aftermarket community.
Kiril Mucevski created a fantastic white paper as to what CAN-BUS really is, and how it is differentiated from a traditional vehicle wiring harness. This white paper explains the HS-CAN and MS-CAN voltages that are utilized in these systems to keep them efficiently connected to their individual ECM modules while keeping information flowing between the modules strong.
This PDF White paper from ELM Electronics goes in-depth as to what the ELM327 OBD module is, how it communicates with the vehicle, what protocols it has the ability to view, and if necessary, manipulate in order to either update its software or assist in exposing an issue diagnostically. The ELM327 has become the standard unit for diagnostic OBD research and source code manipulation for professionals and enthusiasts alike