Turbonator® VGT Turbocharger|For S400 Turbos T6 | VGT Exhaust Housing Only
Improve Spool-Up, and Mileage by adding our VGT housing to your S400 or S410 Turbo!
Discover how well S400 turbos can perform and spool-up, when you add our Turbonator® VGT Turbine Housing—the ultimate upgrade for your diesel truck. Whether you're looking for a boost in mileage, power or responsiveness, our Turbonator® VGT Upgrades are engineered to maximize the performance of your S475, S478, S480, or larger Borg Warner S400 platform turbo.
Compatible with the following:
- Borg Warner S475 Turbo with 96/88 Exhaust Wheel.
- Borg Warner S478 Turbo with 96/88 Exhaust Wheel.
- Borg Warner S480 Turbo with 96/88 Exhaust Wheel.
- Other S400 turbos with the 96/88 Turbine Wheel.
- Borg Warner S400 T6 171702, 171710 Turbos with 96/88 Turbine Wheel.
Exhaust Housing Options:
- 3-Stage Mechanical VGT (Included): Enhances spool-up by 200-500 RPM, improving turbo performance and output while assisting in engine braking.
What Improvements to Expect
- Enhanced spool-up by 200-500 RPM's
- Improves turbo performance and output.
- Improved mileage.
- Improved low-end power and torque.
Turbonator® VGT Exhaust Brake Performance — 5.9L Cummins with Automatic Transmission
Overview: The Turbonator® VGT exhaust brake closes the vanes to build exhaust back pressure in the cylinder, creating an engine braking effect. This is the same operating principle used by the factory VGT exhaust brake on 2008-and-newer 6.7L Cummins trucks.
Exhaust Brake Pressure — 5.9L vs 6.7L: The Turbonator® VGT exhaust brake on a 5.9L Cummins produces exhaust brake pressure equal to or greater than the factory exhaust brake on a 2008-and-newer 6.7L Cummins, typically 60 to 70 PSI and often higher. The turbo-side performance is not the limiting factor.
Why Braking Feel Differs — Torque Converter Lockup: The functional difference in perceived braking between the 5.9L and 6.7L is in the transmission, not the turbo. The 6.7L Cummins automatic transmission holds the torque converter in lockup during exhaust braking. The 5.9L Cummins automatic transmission does not lock the torque converter during braking. Without torque converter lockup, approximately 300 to 500 RPM of slip occurs between the engine and the drivetrain. This slip reduces the effective transfer of engine braking force to the wheels, making the exhaust brake feel less effective even when exhaust pressure is normal or above specification.
How to Maximize Exhaust Brake Effectiveness on 5.9L Automatic:
- Place the transmission in tow/haul mode before engaging the exhaust brake
- Downshift one to two gears to raise engine RPM when engaging the brake
- These steps are required for the transmission to contribute meaningfully to braking force. Without them, the torque converter will slip and reduce effective engine braking regardless of exhaust pressure.
Optional upgrade: For the closest possible feel to a 6.7L locked-converter exhaust brake on an automatic transmission, an aftermarket torque converter lockup switch can be added and is recommended.
Manual transmission: 5.9L trucks with a manual transmission are not affected by this issue. The exhaust brake operates at full effectiveness without any additional steps.
FAQ:
I have a Borg Warner 171702 or 171710 turbo, can I add the VGT housing?
Yes, as long as the wheel size is 96mm, which is the most common wheel size.
I have an s478 turbo, can I add the Turbonator ® VGT housing?
Yes, as long as the wheel size is 96mm, which is the most common wheel size on T6 S400 Turbos.
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Free shipping to the lower 48 states. When shipping to anywhere outside of the lower 48 states, additional shipping fees may apply.
2 Reviews
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Bought S483 with Turbonator VGT totally worth the money
So Ive got my new S483 BW turbo on with the Turbonator exhaust housing and Ive gotta say initial thoughts are that this thing is the real deal! First thing you notice is the engine is quieter. Sounds exactly like a VGT engine again. I liked the rumble of the engine with the standard housing, but on windy days at certain rpm's this thing would resonate in the cab something terrible......that's not gonna be an issue anymore. Quieter at all rpm's. Cleaned up all of my black smoke except above 40 psi. Then it starts to puff. But I think that might be running off the compressor map around that point too. Cruise control actually works better too. No turbo lag which means the engine isn't trying to play catch-up when you transition from a downhill into an uphill. I never ran the cruise in situations like that to limit the black smoke and keep the engine from over fueling like crazy to overcome the slow spool up. Now it works seamlessly! EGT's are definitely lower at anything less than WTFO. I have probes in the manifold at the turbine inlet, and I'd say I lost AT LEAST 150-200 degrees at cruising speeds! Hoping to see an uptick in mileage, but even without that I'd say it's worth the money!!
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Thanks!
Pretty easy setup to install. Works awesome on my FL 60 Freightliner. EGT's run at least 200° cooler. Highly recommended for towing.
