Diesel Turbo Repair

Expert turbocharger diagnosis, repair, and replacement for all diesel platforms.

The turbocharger is the heart of your diesel engine's power delivery system. It forces compressed air into the cylinders, allowing the engine to burn more fuel and produce significantly more horsepower and torque than it could naturally aspirated. Modern diesel trucks use Variable Geometry Turbos (VGT) that adjust vane angles to optimize boost across the entire RPM range. When the turbo fails or underperforms, you feel it immediately — loss of power, excessive smoke, strange noises, and reduced fuel economy.

$400-$800

VGT Actuator Service

$1,000-$2,000

Turbo Rebuild

$1,500-$3,500+

Full Replacement

Our Turbo Repair Process

Diagnostic Assessment

We read boost pressure data, monitor turbo vane position, and check for fault codes using factory-level scan tools to isolate the root cause of turbo underperformance.

Physical Inspection

The turbo is inspected for shaft play (radial and axial), compressor and turbine wheel condition, housing cracks, oil leaks, and VGT vane function. We check both the hot and cold sides.

Repair or Replacement

Depending on the diagnosis, we repair VGT actuators, replace bearings and seals, rebuild the cartridge assembly, or install a new/remanufactured turbocharger if the damage is beyond repair.

System Verification

After repair, we verify boost pressure targets, VGT vane response, and oil supply/return. A road test under load confirms proper boost delivery and no abnormal sounds or smoke.

Platform-Specific Turbo Issues

Ford 6.0L & 6.7L Power Stroke

The 6.0L uses a Garrett GT3782VA VGT that is prone to sticking vanes from soot accumulation and unison ring wear. Oil contamination from leaking HEUI injector O-rings can accelerate bearing failure. The 6.7L uses a BorgWarner dual-bearing turbo with improved reliability, but VGT vane sticking remains common past 100,000 miles, especially in trucks with extended idle time.

The 6.4L uses a compound (sequential) turbo system with both a high-pressure and low-pressure turbo. These are complex and expensive to service, but we have the experience and tooling to work on them.

GM 6.6L Duramax

The LBZ and LMM Duramax use Garrett VGT turbos that suffer from vane sooting and actuator failures, particularly in trucks with EGR-related carbon buildup feeding back through the intake. The LML improved the turbo design but introduced a new electric VGT actuator that can fail electronically.

The L5P uses a revised turbo with better vane geometry and a more robust actuator, but is still susceptible to carbon buildup on the vanes under heavy-soot conditions. Regular VGT cleaning is preventive maintenance we recommend for all Duramax generations.

Ram 6.7L Cummins

The Ram 6.7L Cummins uses a Holset HE351VE VGT. The most common issue is the electronic VGT actuator failing or losing calibration, which causes under-boost or over-boost conditions. The turbo vane assembly can also stick from carbon accumulation, particularly on trucks that do a lot of stop-and-go driving or towing in hot weather.

Excessive oil consumption on higher-mileage Cummins engines can send oil past the turbo seals and into the intake, creating a feedback loop of increased soot and accelerated vane fouling. We address the root cause, not just the symptom.

VGT Cleaning & Actuator Service

Sticking VGT vanes are one of the most common diesel turbo complaints. We remove the turbo, disassemble the vane assembly, clean all carbon deposits from the vanes and unison ring, inspect the actuator for proper function, and reassemble with verified free movement. This service restores boost response and eliminates most turbo-related fault codes.

Turbo Rebuild & Cartridge Replacement

When turbo bearings are worn, seals are leaking, or wheels show damage, a rebuild can restore the turbo to like-new condition at a fraction of replacement cost. We replace the center cartridge assembly (CHRA) with new bearings, seals, thrust components, and balance the rotating assembly. The existing housings are reused if they pass inspection.

Complete Turbo Replacement

When the turbo is beyond economical repair — cracked wheels, scored shafts, damaged housings — we replace it with a new or quality remanufactured unit that meets OE specifications. We always verify oil supply line condition and replace the oil drain gasket during turbo installation to protect the new unit.

Root Cause Diagnosis

A turbo rarely fails in isolation. Oil starvation, contaminated oil, restricted air intake, excessive exhaust back-pressure, and engine blow-by all contribute to premature turbo failure. We investigate the root cause so you are not replacing or rebuilding the same turbo again in 30,000 miles. Fixing the turbo without fixing the cause is a waste of money.

Signs Your Turbo Needs Service

Loss of power and slow boost buildup

Excessive black, blue, or white exhaust smoke

High-pitched whining or siren-like sound from the turbo

Oil in the intercooler or intercooler piping

Check engine light with turbo-related codes (P0299, P0234, P2262, P2263)

Truck enters limp mode or reduced power mode

Increased oil consumption with no visible external leaks

Audible shaft play or scraping sound from the turbo housing

Extending Turbo Life

Change oil on schedule with the correct specification

The turbo shaft spins at up to 100,000+ RPM and relies entirely on engine oil for lubrication and cooling. Use the OEM-specified CK-4 oil weight and change it at or before the recommended interval.

Replace air filters on time

A restricted air filter forces the turbo to work harder, increases boost temperatures, and can allow unfiltered air past the filter seal, sending debris into the compressor wheel.

Let the engine idle briefly before shutdown

After towing or sustained high-speed driving, idle for 30-60 seconds before turning off the engine. This allows the turbo bearings to cool gradually and prevents oil coking on the shaft.

Address oil consumption and leaks promptly

Excessive oil consumption often means oil is bypassing turbo seals or worn piston rings are increasing crankcase pressure. Both conditions accelerate turbo wear and contaminate the intake system.

Diesel Turbo Repair FAQ

How much does diesel turbo repair cost?

Turbo repair costs vary depending on the issue. VGT actuator replacement or cleaning typically costs $400-$800. A full turbo rebuild with new bearings, seals, and wheels runs $1,000-$2,000. Complete turbo replacement with a new or remanufactured unit ranges from $1,500-$3,500+ installed for light-duty pickups, depending on the platform. We always diagnose first and recommend the most cost-effective solution.

What causes a diesel turbo to fail?

The most common causes are oil starvation (from clogged oil supply lines, low oil level, or extended oil change intervals), contaminated oil reaching the bearings, foreign object damage (debris entering the compressor or turbine side), excessive exhaust temperatures, and carbon buildup on VGT vanes causing them to stick. On high-mileage trucks, normal bearing wear is also a factor. Addressing oil quality and change intervals is the single best thing you can do to extend turbo life.

Can a turbo be repaired or does it need to be replaced?

Many turbo problems can be repaired without full replacement. Sticking VGT vanes can often be cleaned and freed. Failed actuators can be replaced. Worn bearings and seals can be rebuilt if the wheels and housing are undamaged. However, if the compressor or turbine wheel is cracked, the shaft is scored, or the housing is damaged, replacement is the right call. We inspect thoroughly and give you an honest recommendation.

How long does a diesel turbo last?

With proper maintenance, a diesel turbocharger can last 150,000-250,000+ miles on light-duty pickups and longer on commercial platforms. The key factors are regular oil changes with the correct oil specification, clean air filtration, proper cool-down after heavy load (let the engine idle for 30-60 seconds before shutdown), and addressing any oil consumption or contamination issues promptly.

What is a VGT turbo and why does it stick?

A Variable Geometry Turbo (VGT) uses adjustable vanes inside the turbine housing to control exhaust gas flow across the turbine wheel. By changing the vane angle, the turbo can produce strong boost at low RPM and avoid over-boosting at high RPM. Over time, carbon soot from exhaust gas accumulates on the vanes and unison ring, causing them to stick in one position. This results in either over-boost or under-boost conditions, triggering fault codes and reduced power. Regular cleaning can prevent this.

Should I let my diesel idle before shutting off?

Yes. After driving under load (towing, highway speeds, or heavy acceleration), let the engine idle for 30-60 seconds before shutting off. This allows oil to continue flowing through the turbo bearings while the turbine shaft slows down and the housing cools. Shutting off a hot turbo immediately can cause oil to coke on the bearings and shorten turbo life. Modern trucks with electric coolant pumps are more forgiving, but the practice is still good insurance.

Serving Willow Springs, Lemont, Burr Ridge, Hodgkins, Countryside, La Grange, Hickory Hills, Justice, Bridgeview, and the greater Chicagoland area.

Turbo Trouble? We Can Help.

Call us today to diagnose your turbo issue. From VGT cleaning to full turbo replacement, we have the expertise to get your truck pulling strong again.

Request Appointment Call (708) 839-1515