Complete in-house rebuild service for every Ford PowerStroke turbocharger. 7.3L GTP38, 6.0L GT3782VA VGT, 6.4L compound twins, and 6.7L GT32 SST and GT37. Garrett, BorgWarner, and Ford OEM configurations. VGT vane service, actuator diagnosis, and in-house VSR balancing since 2008.
Ford has used four fundamentally different turbocharger architectures across the PowerStroke line. Knowing which one is on your truck determines the rebuild path, the parts required, and what needs to be checked before the rebuilt turbo goes back on.
The 7.3L PowerStroke runs a Garrett fixed-geometry single turbo: TP38 on 1994.5-1997 trucks and GTP38 on 1999-2003. The 1999+ GTP38 added a wastegate and revised compressor housing. These are among the most durable turbos ever bolted to a pickup, and most failures we see are age and oil-quality related rather than design issues. Bearing wear, seal leakage from worn rings, and compressor wheel erosion from decades of service are the standard findings. Billet compressor wheel upgrades available during rebuild.
The 6.0L introduced the Garrett GT3782VA variable geometry turbo to the PowerStroke line. The VGT vanes adjust exhaust flow to the turbine for faster response and integrated exhaust braking. The design works well when clean, but the 6.0L EGR system feeds soot back through the engine and the vanes accumulate carbon until they stick. A stuck unison ring is the defining 6.0L turbo failure. Every GT3782VA rebuild here includes complete vane assembly disassembly, cleaning, and inspection, not just a CHRA swap.
The 6.4L uses a BorgWarner compound turbocharger system: a small high-pressure VGT turbo feeding a larger fixed-geometry low-pressure turbo. The system delivers strong low-end response and big top-end airflow, but it lives in a harsh regen-heavy emissions environment. High-pressure VGT vane sticking and bearing failures that cascade debris into the low-pressure unit are the standard findings. We rebuild the 6.4L as a matched set, always both turbos together.
The 2011-2014 6.7L launched with the Garrett GT32 SST, a dual-sided compressor wheel design that packages twin-turbo airflow into a single unit. It is compact and responsive but runs a small 64mm turbine that works hard on tuned trucks. From 2015 Ford switched to a conventional single-sided GT37 with an 88mm compressor that flows more and survives better. The two designs share nothing internally. Ceramic bearing wear on the GT32 SST and standard journal wear on the GT37 are the common findings.
The 2020 refresh brought another turbo revision with updated compressor aero and bearing system on the high-output 6.7L. These trucks are newer and lower-mileage, so most units we see have failed from oil contamination events or hard use in fleet service rather than accumulated wear. Contact us with your nameplate numbers to confirm configuration before shipping.
Search by Garrett, BorgWarner, Ford OEM, or Motorcraft part number, engine, or year. PowerStroke turbos carry multiple interchangeable numbers across service revisions. If your number is not listed, contact us and we can identify your unit.
| Part Number | Turbo | Engine | Application | Type |
|---|---|---|---|---|
| 7.3L TP38 (1994.5-1997) | ||||
| 466163-9012 | TP38 | 7.3L PowerStroke | 1994.5-1997 Ford F-250 / F-350 (non-intercooled) | Garrett OEM |
| 466163-0012 | TP38 | 7.3L PowerStroke | 1994.5-1997 Ford F-250 / F-350 | Garrett OEM |
| F4TZ-6K682-A | TP38 | 7.3L PowerStroke | 1994.5-1997 Ford Super Duty (Ford OEM) | Ford OEM |
| 7.3L GTP38 (1999-2003) | ||||
| 702012-0012 | GTP38 | 7.3L PowerStroke | 1999-2003 Ford F-250 / F-350 / F-450 | Garrett OEM |
| 702012-9012 | GTP38 | 7.3L PowerStroke | 1999-2003 Ford Super Duty | Garrett OEM |
| 702011-0011 | GTP38E | 7.3L PowerStroke | 1999-2003 Ford E-Series 7.3L | Garrett OEM |
| 1831383C92 | GTP38 | 7.3L PowerStroke | 1999-2003 Ford Super Duty (International PN) | OEM Cross |
| F81Z-6K682-BARM | GTP38 | 7.3L PowerStroke | 1999-2003 Ford Super Duty (Ford OEM) | Ford OEM |
| 6.0L GT3782VA (2003-2007) | ||||
| 743250-5014 | GT3782VA | 6.0L PowerStroke | 2003-2007 Ford F-250 / F-350 / F-450 / F-550 | Garrett OEM VGT |
| 743250-5024 | GT3782VA | 6.0L PowerStroke | 2004-2007 Ford Super Duty | Garrett OEM VGT |
| 725390-5006 | GT3782VA | 6.0L PowerStroke | 2003 Ford Super Duty (early build) | Garrett OEM VGT |
| 725390-5003 | GT3782VA | 6.0L PowerStroke | 2003 Ford Super Duty (early build) | Garrett OEM VGT |
| 3C3Z-6K682-CC | GT3782VA | 6.0L PowerStroke | 2003-2004 Ford Super Duty (Ford OEM) | Ford OEM |
| 4C3Z-6K682-BB | GT3782VA | 6.0L PowerStroke | 2004-2005 Ford Super Duty (Ford OEM) | Ford OEM |
| 5C3Z-6K682-B | GT3782VA | 6.0L PowerStroke | 2005-2007 Ford Super Duty (Ford OEM) | Ford OEM |
| 6C3Z-6K682-B | GT3782VA | 6.0L PowerStroke | 2006-2007 Ford Super Duty (Ford OEM) | Ford OEM |
| 743250-5025 | GT3782VA | 6.0L PowerStroke | 2005.5-2007 Ford Super Duty | Garrett OEM VGT |
| 6.0L E-Series GT3582VA | ||||
| 736554-5011 | GT3582VA | 6.0L PowerStroke | 2004-2010 Ford E-Series 6.0L Van | Garrett OEM VGT |
| 4C2Z-6K682-A | GT3582VA | 6.0L PowerStroke | 2004-2010 Ford E-Series (Ford OEM) | Ford OEM |
| 6.4L Compound Twins (2008-2010) | ||||
| 479514 | High-Pressure VGT | 6.4L PowerStroke | 2008-2010 Ford Super Duty, HP turbo | BorgWarner OEM |
| 179514 | High-Pressure VGT | 6.4L PowerStroke | 2008-2010 Ford Super Duty, HP turbo | BorgWarner Reman |
| 478514 | Low-Pressure Fixed | 6.4L PowerStroke | 2008-2010 Ford Super Duty, LP turbo | BorgWarner OEM |
| 178514 | Low-Pressure Fixed | 6.4L PowerStroke | 2008-2010 Ford Super Duty, LP turbo | BorgWarner Reman |
| 8C3Z-6K682-AARM | Compound Assembly | 6.4L PowerStroke | 2008-2010 Ford Super Duty (Ford OEM) | Ford OEM |
| 8C3Z-6K682-BBRM | Compound Assembly | 6.4L PowerStroke | 2008-2010 Ford Super Duty (Ford OEM) | Ford OEM |
| 6.7L GT32 SST (2011-2014) | ||||
| 851824-5001S | GT32 SST | 6.7L PowerStroke | 2011-2014 Ford F-250 / F-350 / F-450 / F-550 | Garrett OEM |
| 854572-5001S | GT32 SST | 6.7L PowerStroke | 2011-2014 Ford Super Duty Cab and Chassis | Garrett OEM |
| BC3Z-6K682-B | GT32 SST | 6.7L PowerStroke | 2011-2014 Ford Super Duty (Ford OEM) | Ford OEM |
| CC3Z-6K682-A | GT32 SST | 6.7L PowerStroke | 2011-2014 Ford Super Duty (Ford OEM) | Ford OEM |
| 6.7L GT37 (2015-2019) | ||||
| 888143-5001S | GT37 | 6.7L PowerStroke | 2015-2019 Ford F-250 / F-350 / F-450 / F-550 | Garrett OEM |
| 851361-5001S | GT37 | 6.7L PowerStroke | 2015-2019 Ford Super Duty | Garrett OEM |
| FC3Z-6K682-A | GT37 | 6.7L PowerStroke | 2015-2016 Ford Super Duty (Ford OEM) | Ford OEM |
| HC3Z-6K682-A | GT37 | 6.7L PowerStroke | 2017-2019 Ford Super Duty (Ford OEM) | Ford OEM |
| 6.7L 2020+ | ||||
| LC3Z-6K682-A | Revised Single | 6.7L PowerStroke | 2020-2022 Ford Super Duty (Ford OEM) | Ford OEM |
| LC3Z-6K682-B | Revised Single | 6.7L PowerStroke HO | 2020-2022 Ford Super Duty High Output | Ford OEM |
| PC3Z-6K682-A | Revised Single | 6.7L PowerStroke | 2023+ Ford Super Duty (Ford OEM) | Ford OEM |
No results? Contact us at sales@theboostlab.com with your part number and we can identify your unit.
The defining 6.0L failure. EGR soot accumulates on the vanes and unison ring until movement becomes restricted, then stops. Symptoms progress from sluggish response and surging to overboost or no-boost codes. Cleaning without a full rebuild leaves contaminated bearings behind. The vane assembly and CHRA are serviced together here, every time.
Extended oil intervals on a hard-working diesel degrade oil film strength, and hot shutdowns bake residual oil into the center housing. The 6.0L oil cooler failure mode also pushes coolant into the oil on that platform, accelerating bearing wear dramatically. Verify the oil cooler is healthy before a rebuilt 6.0L turbo goes back on.
When the high-pressure turbo sheds material, the debris path runs directly into the low-pressure unit. By the time the driver notices power loss, both turbos carry damage. This is why partial repairs on the 6.4L compound system do not hold up and why we rebuild the pair as a set.
The GT32 SST runs a ceramic ball bearing system that is sensitive to oil quality and contamination. Fine debris that a journal bearing would tolerate will spall ceramic elements. Once the bearing surface degrades, shaft motion increases and the dual-sided compressor begins contacting its housing. Oil analysis history is worth checking on these trucks.
Aggressive tunes push the small-turbine 6.7L GT32 SST and the 6.0L GT3782VA past their design shaft speeds. Blade tip erosion, compressor wheel stretch, and hub cracking follow. We inspect every wheel for overspeed indicators at teardown and will tell you honestly if the turbo you have cannot support the tune you run.
Oil smoke at idle or oil in the intercooler piping usually traces back to a restricted oil drain or elevated crankcase pressure rather than failed seals alone. The piston rings are gas control rings, not oil pressure seals. We diagnose the pressure imbalance cause so the rebuilt unit does not leak the same way.
Start your rebuild request in our repair system. Every PowerStroke job is fully documented from intake through return shipment with in-house VSR balancing.
Start Your Rebuild Request37833 Pineapple Ave Unit A • Dade City, FL 33523 • sales@theboostlab.com