A blown turbo on the road costs a tow, a bay fee, and days of lost revenue. Boost Lab, Inc. rebuilds the turbochargers on the engines that move American freight: the Detroit Series 60 in all three displacements, the DD13 and DD15, and the Caterpillar C10 through C16 including the ACERT twin-turbo systems and the 3406E. Single units for owner-operators, volume programs for fleets and shops through our dealer program. Nationwide ship-in service.
The turbo hardware varies enormously across these engines and emissions generations. Here is the map.
The most successful Class 8 engine of its era, and out of production, which means dealer parts channels are thinning. Turbos across the run include the Garrett GT4294 on 11.1L and 12.7L engines, the GT4502V on 14.0L DDEC V, BorgWarner S400-family and K31 units on 12.7L and 14.0L, and the Holset HE531VE VGT on later 14.0L trucks. All rebuildable.
The 12.7L is the heart of the used Cascadia, Columbia and Century fleet. The workhorse 171701/171702 S400 family and the BorgWarner K31 (172743) are the common wastegated units, with Garrett GT4294 on many DDEC IV trucks. Million-mile engines routinely go through two or three turbos; rebuild the core instead of hunting scarce new stock.
The DD13 runs a BorgWarner B3G variable geometry turbo in hard vocational duty cycles. VGT mechanisms carbon up and stick, and actuators fail independently of the cartridge. We rebuild the unit and evaluate the actuator honestly rather than selling you both automatically.
Early DD15s carried a Holset HX55; EPA10 and later trucks run Daimler's proprietary asymmetric turbo with a wastegate across EPA10, EPA13 and GHG17 calibration generations. Part numbers change by emissions tier, so send your engine serial with the unit and we will verify the configuration.
The legendary Cat single-turbo big bores. Most run wastegated Garrett and BorgWarner/Schwitzer units, and many trucks have been upgraded over the years. These cores are getting valuable: rebuild what you have, because the casting you own is proven on your engine.
ACERT's series twin-turbo arrangement runs a high-pressure and low-pressure unit in sequence. The system doubles the failure surface: one sick turbo drags the other down, and diagnosing which failed first matters. We rebuild ACERT twins as a matched set and inspect both even when one looks healthy.
If you run trucks or fix them for a living, our B2B dealer program covers wholesale rebuild pricing, priority turnaround, and core banking so a rebuilt unit is ready before your truck is in the bay. One dead turbo is a repair; a fleet is a pipeline. Contact sales@theboostlab.com to set up a dealer account.
Verified Garrett, BorgWarner, Holset and Cat numbers with Detroit Diesel OEM crosses. Heavy truck turbos are serial-number specific: always confirm against your engine serial. Search by any number.
| Turbo PN | Model | OEM PN | Application | Notes |
|---|---|---|---|---|
| 714788-5001 / 714788-0001 to -0007 | Garrett GT4294 / GTA4294BNS | 23528065 / R23528065, 23522188, 23522189 | Series 60 12.7L DDEC IV/V | 71mm inducer; also upgrade for Cat C12/C13 singles |
| 714789-0006 to -0009 | Garrett GT4294 variants | 23528070 | Series 60 12.7L, rating-specific | Sister family to 714788 |
| 171701 | BorgWarner S400S061 | 23515635, 23516431 | Series 60 12.7L | Also crosses Garrett 466713-9001 |
| 171702 | BorgWarner S475 (S400) | 23518588, 23518597, 23523197 | Series 60 12.7L 500-550 hp, 2000-2008 | The classic non-wastegated workhorse |
| 172743 | BorgWarner K31 | 23524103, 23528062, 23525463 | Series 60 12.7L 1998-2007 | FMW billet wheel; also fits Cat C12 |
| 57849882005 | BorgWarner (GT4502V-class) | Crosses Garrett 758204-0007, 752389 family | Series 60 14.0L DDEC V/VI | Verify by engine serial |
| Tag-specific | Holset HE531VE (VGT) | Verify by engine serial | Series 60 14.0L late trucks | Ships with actuator; calibration required |
| 13879880050 | BorgWarner B3G (VGT) | Daimler DD13 service PN by tier | Detroit DD13 | Vane carbon and actuator failures common |
| Serial-specific by emissions tier | Daimler asymmetric / Holset HX55 | EPA10 / EPA13 / GHG17 PNs differ | Detroit DD15 14.8L | Send engine serial; early trucks ran HX55 |
| 10R-2407 / 10R-1887 | Cat ACERT high-pressure (Garrett 741154-xxxx) | 233-1589, 233-1592, 233-1596, 251-4818/19/20, 229-8828/29 | Cat C15 ACERT 2002-2004 HP unit | Wastegated upper turbo; later trucks differ |
| 10R-1888 | Cat ACERT low-pressure | 232-1805, 231-6616, 232-1811, 291-3997, 245-7113 | Cat C15 ACERT LP unit | Rebuilt as a matched set with the HP turbo |
| 20R-1177 / 10R-6305 | Cat ACERT SDP high-pressure | Cat reman channel | Cat C15 ACERT single-drive-pulley trucks | Ball-bearing HP unit |
| 0R-6170 / 0R-6689 | Cat single (S4DS/S410 class) | Cat reman channel | Cat 3406E / C15 / C16 single turbo | Rating-specific; verify serial prefix (6NZ, MBN, BXS...) |
| UTW7801 | Garrett | Detroit marine channel | Detroit Series 60 marine conversions | Marine-rated Series 60 unit |
At a million miles, everything is a wear item. These are the patterns that put Class 8 turbos on our bench.
Extended drain intervals, soot loading, and worn oil pumps thin the margin the bearings live on. Journal bearing wear at high mileage is the default heavy truck failure: shaft play grows, wheels touch housings, and efficiency falls before anything dramatic happens. Caught at shaft-play stage, the rebuild is routine.
Variable geometry mechanisms coke up in EGR-heavy exhaust. Vanes stick, derates follow, and electronic actuators fail on their own schedule. Often the cartridge is healthy and the fix is a cleaned, freed mechanism and actuator work, which is a much smaller bill than a full assembly.
When one ACERT turbo starts shedding oil or losing efficiency, the second unit ingests the consequences. Replacing only the obviously dead unit leaves a compromised partner in the system. We inspect and rebuild ACERT twins as a set for exactly this reason.
Cracked manifolds, blown gaskets, and loose clamps bleed off the exhaust energy that spools the turbine. The truck feels like a lazy turbo, the pyro runs hot, and fuel economy sinks. Verify the exhaust side before condemning a unit; we will tell you honestly if your core tests healthy.
Failed air filter housings, broken clamps, and debris from a previous engine failure chew compressor blades. On the turbine side, dropped valve material and injector trouble hammer the wheel. FOD-damaged wheels unbalance the assembly fast, but housings usually survive and the core rebuilds.
Wastegate bushings and actuator diaphragms wear on the S400 and K31 families, causing low boost or boost creep that gets blamed on the cartridge. Every rebuild includes wastegate evaluation and setting the actuator to spec.
Yes. The Series 60 turbos are Garrett, BorgWarner and Holset units with strong rebuild parts support even as complete assemblies get scarce through dealer channels. Rebuilding your core sidesteps the sourcing hunt entirely.
We strongly recommend the pair. The series arrangement means one failing unit contaminates and loads the other. We inspect both and give you a straight answer on the second unit's condition; sometimes it genuinely only needs seals.
By emissions generation: early trucks ran a Holset HX55, EPA10 and later run the Daimler asymmetric unit, and part numbers shift again at EPA13 and GHG17. Send your engine serial number with the repair form and we will verify configuration before work begins.
Yes. Our dealer program covers wholesale pricing, priority turnaround, and core banking for fleets and repair shops. Email sales@theboostlab.com to set up an account.
Not necessarily. Stuck vanes and failed actuators cause most VGT derates, and both are serviceable without replacing the cartridge. Ship the unit in and we will diagnose which it is before quoting.
Start at repair.theboostlab.com. These units are heavy: band them to a small pallet or double-box with solid foam, drain the oil passages, and cap the openings. Ship to Boost Lab, Inc., 37833 Pineapple Ave, Unit A, Dade City, FL 33523.