Turbochargers for passenger cars, pickups and light trucks
Complete assemblies and CHRA cartridges for diesel and petrol engines. We match the unit to your OEM number before you pay, pack it for a mixed container, and back it with a 12-month warranty.
Three ways buyers order a turbo
Most of our turbo volume goes out as complete assemblies. Cartridges are the second line, and both are matched against the same factory application data.
Complete turbocharger assemblies
Compressor housing, turbine housing, core and actuator already assembled and calibrated. Bolt-on fitment, ordered by OEM number so the application is confirmed before production starts.
CHRA / cartridge cores
The rotating assembly on its own — compressor wheel, turbine shaft, bearings and seal plate. The cheaper route when the housings on the vehicle are still sound.
See the CHRA line →Fitment matching
Send an OEM number, a photo of the old unit and the VIN where you have it. We check it against the factory application list, including superseded numbers, and confirm before you commit.
Four turbo types, in the sizes that actually move
We do not publish a catalogue of part numbers, because half of them would be superseded by the time you read them. Tell us the application and we quote against the current number.
| Type | How it controls boost | Usually fitted to |
|---|---|---|
| Wastegate, fixed geometry | A spring-loaded actuator opens a bypass port once target boost is reached. Fewest moving parts, simplest to service. | Passenger cars, light commercial vans, older diesel engines |
| VGT / VNT, variable geometry | Moving vanes change the exhaust aspect ratio, so boost builds from low rpm instead of waiting for a fixed A/R to come alive. | Modern diesel pickups, SUVs, light trucks |
| Twin-scroll | Two separate scroll paths keep exhaust pulses apart until the turbine, which spools faster and reduces cross-talk between cylinders. | Petrol performance engines, some diesel applications |
| Ball-bearing cartridge | Rolling elements instead of a journal bearing, so friction and lag drop at the cost of a higher unit price. | Performance and retrofit builds |
Diesel and petrol applications are both supplied. If the unit on your vehicle is not in the list above, it is still worth asking — the range follows the factories we buy from, not a fixed catalogue.
Nothing is quoted until the number is confirmed
Send the number
The OEM number from the data plate on the old unit, or a clear photo of that plate. Add the VIN, or the make, model and year if the plate is unreadable.
We check the application list
Against the factory data for that part family, including superseded and replacement numbers. This is where most wrong-fit orders are caught.
Confirm, then quote
Price, lead time and packing options in writing, before any deposit. If the part does not exist under that number, we say so instead of quoting the nearest thing.
What travels with the shipment
A turbo that fails at 5,000 km is almost never a manufacturing defect — it is oil starvation, a blocked return line or a dirty air filter. Both the part and the fitting advice matter.
Before it leaves the factory
- VSR balance on the assembled core
- Flow test against the compressor map
- Actuator calibration and boost check
- Flange, thread and oil-port inspection
Before you fit it
- Oil feed line clean, no sludge or swarf
- Return line clear and above the sump level
- Air filter and intake trunking replaced
- Oil and filter changed at the same time
Factory flow-test and VSR-balance reports can travel with the shipping documents — ask when you place the order.
What you need to know before booking
| Housing | Aluminium compressor housing, cast-iron turbine housing |
| Core | Journal bearing or ball bearing, VSR balanced as an assembly |
| Actuator | Pneumatic wastegate or electronic, calibrated to the application |
| Warranty | 12 months from delivery against manufacturing defects |
| Packing | Neutral carton, or your artwork and part number printed on the box |
| MOQ | Set per part family rather than one house rule — ask for the item you need |
| Lead time | Confirmed in writing with the quote, per part family and quantity |
The decision most buyers get wrong
Fit a complete assembly when…
- The compressor or turbine housing is cracked or eroded
- The wastegate flap or VGT vanes are seized
- The actuator no longer holds calibration
- The unit has already been rebuilt once and failed again
Fit a CHRA cartridge when…
- Both housings are intact and the actuator still works
- The failure is bearing noise, seal leak or shaft play
- You want to keep the original housings and markings
- Landed cost matters more than turnaround time
Turbo questions buyers open with
Can you match a turbo from the VIN alone?
A VIN narrows the search, but the number stamped on the unit is what we confirm against the factory list. Send both where you have them — a rebuilt or swapped engine makes VIN-only matching unreliable.
Do you supply both diesel and petrol turbos?
Yes. VGT and wastegate diesel units make up most of the volume, with twin-scroll and ball-bearing petrol units alongside them. The application list, not the fuel type, decides what we can quote.
Why does a replacement turbo fail again so quickly?
Usually oil starvation or contamination from the old unit — swarf sitting in the feed line, a blocked return, or a filter that was not changed. We recommend flushing the feed line and replacing oil, filter and air filter with the turbo.
Can the turbo ship inside a mixed container?
Yes. Turbochargers consolidate with brake, steering and suspension lines in one FCL, or as LCL when the volume is smaller. The loading plan goes to you before the booking is confirmed.
Send the OEM number. Get a price in one working day.
Part number or a photo of the data plate, the quantity, and the destination port is all we need to start. If the number does not exist, we will tell you that instead of quoting something close.