Turbo Rebuild Kit

Why Does Your Diesel Turbo Need a Rebuild Kit?

Soot Coking Locks Up the VGT Vanes

On a 6.7L Cummins HE351VE, a 6.0L Powerstroke or a 6.6L Duramax VVT, the variable geometry nozzles live in the hottest, dirtiest part of the exhaust stream. Blow-by oil and soot bake onto the unison ring and pivot pins until the vanes can no longer move through their full sweep. You feel it as sluggish spool, a narrow boost band and drive-pressure codes long before the turbo actually fails.

Thrust Bearing Wear Lets the Shaft Walk

Every time boost builds, the compressor wheel pushes the shaft hard against the thrust bearing. A factory 270 degree thrust bearing only carries that axial load across three quarters of the circle, so the load concentrates and the brass wears unevenly. Once the thrust clearance opens up, the wheels start dragging the housings and the delicate balance of the rotating assembly is gone.

Seal Ring Failure Pushes Oil Into the Intake

The piston seal rings between the center housing and the compressor and turbine housings are the only thing keeping engine oil out of your intake and exhaust. Heat-cycled T304 stainless rings lose their tension, the Viton O-rings harden, and oil migrates past the seals into the compressor cover and out the turbine. That is the classic blue smoke and the oily intercooler boot that tells you the CHRA needs fresh seals.

What Can a Turbo Rebuild Kit Solve?

Restored Shaft Centering and Boost Control

Fresh precision-machined brass journal bearings and a new thrust stack re-center the rotating assembly and take the shaft play back to specification, so the wheels clear the housings and the turbo holds boost cleanly across the rpm band.

Leak-Free Oil Sealing and a Clean Intake

New T304 stainless piston seal rings and high-temperature Viton O-rings stop the oil migration that fouls the intercooler, the intake manifold and the turbine wheel, so your charge air stays clean and your oil stays in the pan.

VGT Nozzle Ring Response for the Cummins HE351VE

For the sticking, soot-coked 6.7L Cummins VGT, the nozzle ring rebuild kit restores clean unison ring and nozzle travel, recovering the spool response and the drive-pressure control the ECM is asking for.

Shop Turbo Rebuild Kit by Engine & Fitment Guide

• Upgraded Turbocharger Rebuild Kit - Fits the Garrett VVT turbo on the 6.0L Powerstroke in the Ford F-250 F-350 F-450 (2004-2010) and on the 6.6L Duramax in the Chevy/GMC Silverado and Sierra 2500 3500 (2004.5-2010). The upgraded 360 degree thrust bearing and fresh brass bushings tighten shaft play and stop the whistle and surge.
• Turbo Rebuild Kit for 6.7L Cummins (2007.5-2012) - Fits the Holset HE351VE VGT in the Dodge Ram 2500 3500. Replaces the journal bearings, thrust bearing and seal rings to recover lost drive pressure and stop turbo oil seepage.
• VGT Turbo Nozzle Ring Rebuild Kit - Fits the 6.7L Cummins HE351VE VGT in the Dodge Ram 2500 3500 (2007-2012). Addresses the stuck unison ring, sluggish spool and low-boost pressure codes by restoring clean nozzle and pivot travel.
• Turbo Rebuild Kit for 6.7L ISB Cummins (2013-2018) - Fits the 6.7L ISB Cummins in the Ram 2500 3500. Engine-matched journal bearings, seal rings and thrust hardware machined to the later 2013-2018 turbo geometry.
• Turbo Rebuild Kit GTP38 TP38 - Fits the Garrett GTP38/TP38 on the 7.3L Powerstroke in the Ford F-250 F-350 Super Duty (1994-2003). Standard thrust bearing, brass bushings and stainless seal rings return the OE Garrett to specification.
• Turbo Rebuild Kit 360° Upgraded (1994-2003) - Fits the 7.3L Powerstroke Garrett GTP38 in the Ford F-250 F-350 Super Duty. The full-circle 360 degree thrust bearing spreads the axial load for longer bearing life under heavy towing and higher boost.

Why Choose EGR Performance?

The industry standard for high-performance diesel reliability.

Premium Quality & Rigorous Testing

Our EGR, DPF, and CCV delete kits are engineered from premium-grade materials and subjected to brutal quality control and field testing. Unlike generic alternatives, our products are built to withstand extreme heat and pressure, delivering unmatched durability and long-term stability when your rig needs it most.

20 Years of Proven Diesel Expertise

We aren't just selling parts. We live in this industry. With two decades of hands-on experience providing specialized modification solutions for heavy-duty truck owners, our upgrades have been extensively proven across every driving environment, from daily towing to high-performance tracks.

Industry-Leading Standards

We work hand-in-hand with top-tier industry partners and reputable organizations. Every product we design, test, and ship meets or exceeds strict industry standards, ensuring your Powerstroke, Cummins, or Duramax gets the exact precision it deserves.

Real Results, Proven Track Record

Thousands of diesel owners trust us to unlock their engine's true potential. Our massive library of positive customer feedback and successful build case studies proves one thing: our kits deliver real horsepower, lower EGTs, and flawless reliability in the real world.

What is included in a diesel turbo rebuild kit?

A quality kit replaces every wearing component inside the center housing and rotating assembly. You get precision-machined brass journal bearings, a thrust bearing (our upgraded kits use a full 360 degree thrust bearing instead of the factory 270 degree part), hardened steel thrust collars, T304 stainless piston seal rings, high-temperature Viton O-rings and the snap rings needed to reassemble the CHRA.
For the variable geometry turbos like the 6.7L Cummins HE351VE and the 6.0L Powerstroke, the kit also covers the VGT nozzle ring and unison ring hardware so the vanes move freely.
These kits restore a turbo that still has straight, undamaged wheels. They are the parts for a diesel turbo rebuild, not a fully assembled turbocharger or a turbocharger rebuild service.

Should I rebuild my turbo or replace the whole unit?

If your compressor and turbine wheels are clean and the shaft journal is straight, a rebuild brings the charger back to spec for far less than a new turbo. Pull the compressor inlet and the turbine housing and inspect the wheel edges and the shaft.
Gouged, bent or heat-checked wheels, or a shaft that has spun a bearing and scored the journal, mean you should replace the unit rather than rebuild it.
For a 7.3L Powerstroke GTP38, a 6.0L Powerstroke Garrett VVT, a 6.6L Duramax VVT or a 6.7L Cummins HE351VE that still has good wheels, our diesel turbo rebuild kits are the right call and they ship fast with free shipping from our US warehouse.

Is the 360 degree thrust bearing really better than the factory 270 degree?

Yes. The thrust bearing carries the axial load the compressor wheel generates every time boost builds. A factory 270 degree thrust bearing only contacts about three quarters of the circle, so the load concentrates on that arc and the brass wears unevenly.
A full 360 degree thrust bearing spreads the same axial load across the entire circumference, which lowers unit pressure and heat and extends bearing life.
Our 7.3L Powerstroke Turbo Rebuild Kit 360° Upgraded is built around this full-circle bearing for trucks that tow heavy and run higher boost.

Which 6.7L Cummins kit fits my Ram, the HE351VE rebuild kit or the VGT nozzle ring kit?

Both fit the 6.7L Cummins HE351VE VGT in the 2007.5 to 2012 Dodge Ram 2500 and 3500, but they fix different failures, so confirm your symptom before ordering.
The full Turbo Rebuild Kit replaces the journal bearings, thrust bearing and seal rings for a turbo that is worn, leaking oil or out of balance.
The VGT Turbo Nozzle Ring Rebuild Kit targets a sticking unison ring, sluggish spool and the low-boost drive-pressure codes that come from soot-coked vanes.
For the 2013 to 2018 6.7L ISB Cummins, use the dedicated 2013-2018 rebuild kit, which is machined to the later turbo geometry.

Does one kit really cover both the 6.0L Powerstroke and the 6.6L Duramax?

Yes. The Upgraded Turbocharger Rebuild Kit is sized for the Garrett VVT turbo used on the 6.0L Powerstroke in the 2004 and up Ford F-250, F-350 and F-450, and the same family of Garrett VVT turbo on the 6.6L Duramax in the Chevy and GMC Silverado and Sierra 2500 and 3500.
Both engines run a variable geometry Garrett, so the bearing journal, thrust stack and seal ring diameters line up.
Confirm your build year before ordering so the seal ring and O-ring set matches your turbo's production date.

Is the 7.3L Powerstroke EBPV included in the turbo rebuild kit?

No, the EBPV, the exhaust back pressure valve, is a separate part from the turbo rebuild kit. The EBPV is the cold-weather flapper valve on the 7.3L Powerstroke up-pipe outlet that closes to speed engine warm-up.
Our GTP38/TP38 and 360° Upgraded rebuild kits restore the turbo center section, the bearings, thrust bearing and seal rings, but the EBPV shaft seal and butterfly is its own ebpv rebuild kit.
If your EBPV is leaking exhaust or stuck open or closed, order the dedicated EBPV kit alongside the turbo rebuild kit.

Do you carry import or gasoline turbo kits like the 14B, 16G, 20G, VL, 1.8T or VW 2.0 TDI?

No. These kits are engineered for diesel truck turbos, the 7.3L and 6.0L Powerstroke, the 6.7L Cummins and the 6.6L Duramax, not for the Mitsubishi TD05 14B, 16G or 20G used on DSM and import cars, the Holden VL turbo, the VW and Audi 1.8T, or the VW 2.0 TDI.
We do not stock a kit for those chargers, and a diesel truck turbo rebuild kit will not fit a 14B, 16G, 20G, VL, 1.8T or 2.0 TDI turbo. A 2.3 turbo rebuild kit is also not carried.
Items like 2.5 inch intercooler piping belong in the separate Intercooler Pipe Kit collection, not a turbo rebuild kit. Confirm your turbo model before ordering.

Do you sell a Toyota 1HZ, Land Rover 200Tdi or GM 6.5 turbo diesel rebuild kit?

No. Our catalog covers the heavy-duty Ford, Ram and Chevy/GMC diesels built for North American trucks. The Toyota 1HZ 4.2L, the Land Rover 200Tdi and the GM 6.5 Detroit diesel are different turbo families with different bearing and seal dimensions.
We do not carry a 1HZ turbo rebuild kit, a 200Tdi turbo rebuild kit, or a 6.5 turbo diesel rebuild kit. Rebuilding a 6.5 turbo diesel or a 1HZ requires a kit matched to those specific chargers.
For a 7.3L Powerstroke, 6.0L Powerstroke, 6.7L Cummins or 6.6L Duramax, our kits are in stock and ready to ship.

Are these turbo 350 or turbo 400 transmission rebuild kits?

No, and this is an important distinction. A Turbo 350 and a Turbo 400, the TH350 and TH400, are GM Turbo-Hydramatic automatic TRANSMISSIONS, not turbochargers. The word turbo in those names refers to the torque converter, not a turbocharger.
EGR Performance sells diesel turbocharger rebuild kits, the bearings, seals, thrust bearings and VGT nozzle rings that go inside an engine turbocharger. We do not sell a turbo 350 transmission rebuild kit, a turbo 400 transmission rebuild kit, a 4x4 turbo 350 transmission rebuild kit, or a rebuilt TH350 transmission.
If you are rebuilding a GM TH350 or TH400 transmission, you need a transmission rebuild kit from a transmission parts supplier.

Do you offer a turbo rebuild service, and are these kits street legal?

We sell rebuild kits, the parts, not a mail-in turbo rebuild service and not fully rebuilt turbochargers or rebadged rebuilt units. The kits are 50-state street-legal maintenance parts that restore the factory turbo and remove or bypass no emissions device.
For tuned, deleted or race trucks the upgraded hardware is sold for competition and closed-course off-road use only, and you remain responsible for your local emissions and on-road laws.
Every kit ships with free shipping, is backed by our 1-year warranty, and is covered by our 45-day return policy.