This is another type of Garrett T25 turbo we rebuilt at PRE. This particular turbo was in decent shape when it came in. It only needed our basic rebuild service to make it 100% again. Please look in the Turbo Services section for exact description of rebuild process.
1998-2002 Saab 9-3…B204E, B204L, B204R, B205E, B205L, B205R engines
can be adapted for use on 1998-2002 Saab 9-5 as replacement for Garrett GT17 turbo
This is an IHI VF39 turbocharger removed from a 2005 Subaru Impreza STI. The turbo was in decent condition to begin with and only needed a complete rebuild kit for the overhaul. Customer complained of minor oil consumption and smoking from the exhaust pipe. Inspection revealed a worn out turbine shaft seal. Complete rebuild was chosen as a solution. If you are already this far in the process why only replace one seal? We replaced all components to make this turbo 100% new. We disassembled the turbo, cleaned all components, and inspected everything. Surprising this turbo did not have the typical wastegate crack in the turbine housing. WOW! After complete inspection bearing clearances were checked using Mitutoyo micrometer and bore gauge. All clearances were within factory specification. Turbocharger rotor shaft assembly was balanced using a Schenck balancing system. This turbo is a perfect example of Basic Turbo Rebuild Service we offer.
Another turbo rebuild at PRE. This time we received a Subaru turbo that suffered a catastrophic failure. This turbo broke the turbine shaft due to lack of lubrication. Compressor wheel, bearing housing, turbine rotor shaft, and all consumable parts(bearings, thrust collar, shaft seals, o-rings, clips, and hardware). Turbine housing was media blasted by hand and polished afterwards. Turbine housing is ported and blended in the turbine inlet, wastegate area, and turbine outlet. Compressor housing passed inspection and received proper cleaning. Rotating assembly was balanced on a Schenck turbo balancing machine. (Note to all Subaru owners; clean or remove the oil filter for the turbo oil feed line. This clogged filter caused complete turbo destruction in minutes!)
Today we started a new project. Customer submitted a Hyundai Genesis Coupe Theta 2.0T engine for us to disassemble, assess build quality, and suggest upgraded parts for increased performance and reliability.
Initial observations: the new engine is an all aluminum inline 4. The block is lighter than the old 4G63. Contrary to the old 4G63 found in the Lancer Evolution 7-9, the new engine has the exhaust/turbo on the left side and intake on the right side of the engine. New engine uses bucket-style direct valve activation, compared to the 4G63 using rocker arms. Oil pump is not a separate unit driven by a chain off the crankshaft and located in the oil pan. 4G63 oil pump was timing belt driven and located in the front engine cover. 4B11 does not have balance shafts like its predecessor. Crankshaft is forged and fully counter-weighed. Pistons are cast with friction coated short piston skirts. Connecting rods are “broken” or fracture style. This means the connecting rod is made of powder steel as one piece and precise “broken” during manufacturing in order to separate it. We this being the weak point of the engine. While being adequate for its designed performance duties, the rods become a weak link when increasing engine performance. This can lead to catastrophic engine failures. Our suggestion is replacement of connecting rods in all performance-oriented applications. Main caps are independent on the 4b11 contrary to the 4G63 which has a single cast-iron girdle. Before disassembly we though the engine had the upper oil pan and main caps act as one unit, common practice in racing and even modern engines such as the F20 in the Honda S2000, but this was not the case. The main caps are not tied into the oil pan, nor are they connected together with any type of girdle. This is an area of development we will take on at Pavel’s Racing Engines.
Shortly we will be performing further disassembly of the cylinder head and testing valve springs. We will also provide all component dimensions and weights.
Enjoy the pictures. Most pictures have descriptions. Click to see the details.
PRIOR TO ATTEMPTING A TURBOCHARGER INSTALLATION YOU MUST COMPLETELY READ AND UNDERSTAND THE INSTRUCTIONS. IF YOU HAVE ANY QUESTIONS PLEASE CONTACT US FOR TECHNICAL SUPPORT.
When installing a turbocharger, you must observe the following instructions:
Change oil and filter prior to turbocharger installation. Vehicles equipped with engine oil coolers, ensure oil cooler was flushed or replace after engine or turbo failure, as debris left in the cooler may reenter the engine and/or turbo and produce another consequent failure.
Install clean air filter and ensure entire intake system is clear of debris and foreign object. Proper air intake system with no external leaks is crucial.
Inspect and clean all turbocharger lines. This includes oil feed and return, as well as water feed and return, if applicable. Check oil lines for any restrictions, such as deposits, kinks, sharp bends, etc. If banjo bolts are used make sure they are clean of any restrictions. New oil lines are highly recommended with a new turbocharger installation.
All water and oil line connections must be utilized on the turbocharger as designed by the manufacturer. Using a water cooled and oil lubricated turbocharger without water cooling can result in premature failure, can be detected during turbocharger failure analysis, and WILL void the warranty.
Use new, high quality gasket at various turbo connections (oil, water, intake, exhaust). DO NOT use sealing compounds, such as RTV gasket-making silicone, at any oil connections.
Make sure oil return line is clean and free of any restrictions (kinks and/or sharp bends). Maintain a reasonable size drain tube diameter throughout the entire length of the turbocharger oil return line. Maintain a tube size diameter of 7/16” to ½” for most popular turbochargers, such as, but not limited to Garrett T2/T25/T28/T3/T4, IHI VF-series, Toyota CT-series, and MHI TD04/TD05/TD06. Turbo oil drain line must enter the engine above engine oil level. Turbo oil drain line should not tilt more than 20 degree from vertical in either direction. Excess tilting of the oil drain line can cause oil drain restriction and leakage at both compressor and turbine seals.
If angular orientation of the compressor and/or turbine housing is necessary, loosen the clamp plates and/or V-band clamps. After completing re-orientation, ensure mating flanges are tightly reseated and all fasteners retightened.
Re-orientation must be completed prior to making any rigid connections to the compressor and turbine inlets and outlets. Failure to do this will cause external stresses acting on the turbocharger unit and possible failure.
Do not install the CHRA (Center Housing Rotating Assembly) in a damaged compressor or turbine housing. Turbine housings cracked in the turbine wheel area may expand at operating temperatures and contact the turbine wheel, causing damage and/or complete turbocharger failure.
Turbocharger internal waste gate system, if applicable, must remain operable and MAY NOT be disconnected or modified.
Ensure engine breather system is clear and fully operational. Replacement of PCV (Positive Crankcase Ventilation) valve is highly recommended at the time of turbocharger replacement.
Ensure exhaust system is free of any restrictions which may cause excessive backpressure.
Ensure steady stream of oil flows from the turbo return line prior to starting the vehicle by cranking, but not firing, the vehicle and watching the disconnected turbo oil return line.
Start and idle the engine for three minutes after initial turbocharger installation.
Observe and maintain all oil and filter change intervals as advised by the vehicle manufacturer. Always idle the vehicle for at least 3 minute prior to shut down. Turbo timer installation is highly recommended to help maintain and extend turbocharger life.
If you have any questions, suggestions, or concerns, please contact us. We truly appreciate your business!
Most people know ball bearing turbochargers cannot be rebuilt. Manufacturers do not sell parts to service these unit leaving customers with damaged turbochargers no options other than keeping it as an expensive paper weight or send it in through an exchange program. Garrett charges between $800-900 US dollars for a new replacement CHRA, this being almost the price of a new turbo. In comparison, ball bearing turbocharger spool up faster but operating costs and eventual failure will leave you with no option but replacement.
At PRE we offer a turbocharger conversion service. We can convert your damaged, unusable ball bearing turbocharger to journal bearing configuration. So far we developed a viable solution for Garrett T-series and GT-series turbochargers.
Right now we can convert the following turbos:
Most popular option we offer is 0.64A/R turbine housing. We can also supply necessary parts for a 0.86A/R turbine housing modification.
This is a recent conversion we did for an autocross national championship contender customer in Idaho. His Garrett GT2860R turbo failed. We were able to rebuild it using our conversion process. Last 3 pictures are S14 Nissan Silvia T28 conversion.
Here are PRE we rebuild a lot of Garrett T25 turbochargers. This turbo is commonly found on Nissan Silvia/180sx/240sx cars equipped with SR20DET engines. A variation of the T25 turbo can also be found on the 2nd generation 95-98 Mitsubishi Eclipse(Eagle Talon), and 98-2002 Saab 9-3.
This turbo was rebuilt with all new bearings, seals, and o-rings. All bearing and turbine shaft clearances are measured using micrometers and bore gauges. Bearings housing is cleaned prior to inspection. When excessive wear is determined, it is rehoned to accept an oversized turbine shaft bearing. Rotating assembly is polished to remove any imperfections and balanced. Turbine housing is media blasted by hand and polished. After the turbo passes all clearance specification checks it is reassembled.
Pavel’s Racing Engines now offers repair and rebuild services for 2009+ Subaru Impreza WRX IHI VF52 turbochargers. This turbocharger was improperly used and heavily abused causing thrust bearing failure, in turn causing turbine seal failure and excessive oil consumption. This turbocharger was disassembled, cleaned, inspected, all clearances checked with micrometers and bore gauges, and rebuild with all new consumable components. Compressor wheel was replaced and rotating assembly balanced. IHI turbochargers are known to suffer from boost creep issues, thus we opted to polish the turbine housing inlet. Most importantly, we modified the wastegate port in effort to reduce boost creep condition.
This is another sample of our work. We rebuilt this improperly used and heavily abused turbocharger. Compressor wheel was replaced due to extensive wear, bearing housing honed out to accept oversized journal bearings, all new consumable components(piston ring seals, o-rings, c-clips, and hardware), rotating assembly balancing, all followed by careful assembly. The turbocharger is sold and the new customer could not be happier!
Customer Testimonial: “As described, Amazingly knowledgeable and talented staff. Very Fast Shipping.”
Here at Pavel’s Racing Engines we specialize in engine and turbocharger service for most makes and models of import and domestic vehicles. We also offer stock remanufactured turbochargers. Our focus is quality, reliability, and performance! Pavel’s Racing Engines stands behind their products and gives a 1 year warranty with every unit sold. Browse through the site and if you have questions, feel free to call or email!
Welcome to PRE Tuning, the home of Pavel's Racing Engines, Inc.
We specialize in engine and turbocharger repair and upgrade services. We invite you to look through the engine and turbo service sections. Don't hesitate to contact us with questions and quote requests.