Ceramic to Inconel Upgrade

JDM Toyota turbos ship with ceramic turbine wheels. Boost Lab, Inc. upgrades every JDM rebuild to an Inconel turbine wheel at no additional charge. Ceramic wheels shatter under sustained high boost -- Inconel does not. This is standard on every JDM Toyota we rebuild.

Toyota Performance Turbocharger Rebuild

Toyota Turbo
Rebuild
Service

Complete in-house rebuild service for Toyota performance turbochargers. 7M-GTE CT26, 3S-GTE CT26 and CT20B, 2JZ-GTE CT12B and CT20, 1JZ-GTE CT12A -- USDM and JDM. Every JDM rebuild includes ceramic to Inconel turbine wheel upgrade as standard. In-house VSR balancing since 2008.

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Inconel JDM Wheel Upgrade Standard
2008 Rebuilding Toyota Since
In-House VSR Balancing
Supra MK3
CT26 7M-GTE
Supra MK4 USDM
CT12B 2JZ-GTE Twin
Supra MK4 JDM
CT20 2JZ-GTE Twin
MR2 / Celica
CT26 CT20B 3S-GTE
1JZ Platforms
CT12A Soarer Chaser Supra
JDM Upgrade
Inconel Standard on Every JDM
JDM Ceramic Wheel Upgrade

Ceramic to Inconel
Standard on Every JDM Rebuild

JDM-spec Toyota turbos -- 1JZ-GTE CT12A, JDM 2JZ-GTE CT20, and JDM 3S-GTE units in early MR2 and Celica models -- left the factory with ceramic turbine wheels. Toyota used ceramic to reduce rotational inertia and improve spool response. The tradeoff is durability. Ceramic wheels are brittle. Under sustained high boost, heat cycling, or any spike above what the wheel is designed for, they can shatter. When that happens, fragments get ingested into the engine and destroy pistons and valves on the way through.


At Boost Lab, Inc. we install a Inconel turbine wheel on every JDM Toyota rebuild as standard. Inconel is a nickel superalloy that handles the same heat as ceramic at a fraction of the fragility. It also flows better in high-performance configurations. The upgrade happens during the rebuild -- your turbo ships back with an Inconel wheel installed and balanced in-house. No additional charge, no option to skip it. It is the only responsible way to return a JDM Toyota turbo to service.

Ceramic (OEM JDM)
Inconel (Boost Lab Standard)
Durability
Brittle. Shatters under sustained boost, heat shock, or boost spikes above design limit
Impact and heat resistant. Will not shatter under normal or aggressive performance use
Failure Mode
Catastrophic. Fragments destroy pistons and valves. Engine rebuild often required
Gradual wear. No sudden fragmentation. Engine stays intact
Heat Resistance
High -- but only within strict temperature and load limits
Equivalent heat resistance with significantly wider operating margin
Boost Tolerance
Factory boost levels only. Any meaningful increase puts wheel at risk
Handles performance boost levels reliably. Compatible with tuned builds
Our Policy
Not installed by Boost Lab on any rebuild
Installed standard on every JDM Toyota rebuild

JDM vs USDM Turbine Wheel Reference

Engine Turbo Market OEM Wheel Boost Lab Rebuild
7M-GTE CT26 USDM & JDM Steel Standard rebuild, VSR balanced
3S-GTE Gen 1 CT26C1 JDM (ST165) Ceramic Upgraded to Inconel
3S-GTE Gen 2 CT26 JDM (ST185 / SW20 Rev 1/2) Ceramic (some) Upgraded to Inconel
3S-GTE Gen 2 CT26 USDM (MR2 Turbo) Steel Standard rebuild, VSR balanced
3S-GTE Gen 3/4 CT20B JDM (SW20 Rev 3 / ST205) Ceramic Upgraded to Inconel
1JZ-GTE CT12A twin JDM (Soarer / Chaser / Supra JZA70) Ceramic Upgraded to Inconel
2JZ-GTE CT20 twin JDM (JZA80 Supra / JZS147 Soarer / Aristo) Ceramic Upgraded to Inconel
2JZ-GTE CT12B twin USDM (JZA80 Supra) Steel Standard rebuild, VSR balanced
Platform Coverage

Every Toyota
Turbo Platform

We rebuild all Toyota performance turbocharger platforms from the MA70 Supra through the JZA80. Both USDM and JDM configurations covered. JDM units receive Inconel wheel upgrades as standard.

7M-GTE — CT26
MA70 Supra / MA70 Soarer
The single CT26 turbo on the 7M-GTE is a water-cooled journal bearing unit. Steel turbine wheel on both USDM and JDM versions -- no ceramic upgrade needed. Common failures are oil coking from hot shutdowns and bearing wear from restricted oil supply. The 7M-GTE had a known head gasket issue that can allow coolant into the oil -- we check for this during teardown and flag it if found. CHRA part number 17202-42060.
Applications1987-1993 Toyota Supra MA70 (USDM) / 1988-1991 Toyota Soarer (JDM)
3S-GTE Gen 1 — CT26C1
Celica GT Four ST165
The original 3S-GTE application in the ST165 Celica GT Four. Single CT26C1 turbo. JDM units use a ceramic turbine wheel -- upgraded to Inconel on every rebuild. Smaller and lower boost than later 3S-GTE variants. The ST165 was Toyota's Group A WRC weapon and the turbo on these units is increasingly rare in good condition.
Applications1987-1989 Toyota Celica GT Four ST165 (JDM)
3S-GTE Gen 2 — CT26
ST185 Celica / MR2 SW20 Rev 1/2
The ST185 generation 3S-GTE ran a larger CT26 with higher boost and improved intercooling. JDM MR2 SW20 Rev 1 and Rev 2 models and JDM Celica GT Four ST185 use ceramic wheels -- Inconel upgrade standard. USDM MR2 Turbo (SW20) uses a steel wheel. This is the generation most commonly seen in USDM MR2 Turbo builds and the turbo most often upgraded on ST185 Celica imports.
Applications1989-1993 Toyota Celica GT Four ST185 / 1990-1993 Toyota MR2 Turbo SW20 Rev 1/2 (JDM ceramic) / 1991-1995 Toyota MR2 Turbo SW20 (USDM steel)
3S-GTE Gen 3/4 — CT20B
MR2 SW20 Rev 3 / Celica ST205
The Gen 3 and Gen 4 3S-GTE switched from the CT26 to the CT20B -- a larger, more efficient unit with ceramic turbine wheel on all JDM applications. The CT20B is a significant upgrade in flow capacity over the CT26. Common on SW20 MR2 Rev 3 (1994+) and the Celica ST205 GT Four WRC homologation car. Ceramic wheel upgraded to Inconel standard. CHRA part number 17201-74040 / 17201-74070.
Applications1994-1999 Toyota MR2 Turbo SW20 Rev 3 (JDM) / 1994-1999 Toyota Celica GT Four ST205 (JDM)
1JZ-GTE — CT12A Twin
Soarer / Chaser / Supra JZA70 / Mark II
The 1JZ-GTE ran a sequential twin turbo system using CT12A turbos. Both turbos are ceramic-wheeled JDM units -- Inconel upgrade applied to both turbines on every rebuild. The 1JZ sequential system uses a primary turbo at low RPM with the secondary coming online around 4,000 RPM. Turbine wheel dimensions: 42mm inducer / 51.7mm exducer / 9 blades. Part numbers 17201-46010 (primary) and 17208-46010 (secondary).
ApplicationsToyota Soarer JZZ30 (1991-1996) / Toyota Chaser JZX90 (1992-1996) / Toyota Supra JZA70 (1990-1993) / Toyota Mark II / Crown / Cresta 1JZ-GTE variants
2JZ-GTE JDM — CT20 Twin
JZA80 Supra JDM / JZS147 Soarer / Aristo
JDM-spec 2JZ-GTE uses CT20 twin turbos with ceramic turbine wheels. The JDM setup is bound by Japan's 280PS gentlemen's agreement and makes less power in factory form than the USDM CT12B setup despite the 2JZ block being identical. The ceramic wheels are the primary reliability concern for any JDM 2JZ-GTE running above factory boost. Inconel upgrade applied to both turbos standard. Turbine wheel: 59.8mm inducer / 48mm exducer / 9 blades.
Applications1993-2002 Toyota Supra JZA80 (JDM) / Toyota Soarer JZS147 (JDM) / Toyota Aristo JZS147 / JZS161
2JZ-GTE USDM — CT12B Twin
JZA80 Supra USDM
The USDM 2JZ-GTE uses CT12B sequential twin turbos with steel turbine wheels. The USDM setup produces more power in factory form (320hp vs 280ps JDM) and is significantly more durable at elevated boost levels. The CT12B is the most common Toyota twin turbo we see and handles power well above stock output before needing a single turbo conversion. Standard rebuild with all bearings, seals, and VSR balancing.
Applications1993-1998 Toyota Supra JZA80 (USDM) with 2JZ-GTE sequential twin turbo
Part Number Reference

Find Your Part Number

Search by Toyota OEM part number, turbo model, engine code, or application. Toyota uses multiple interchangeable part numbers across markets and model years. JDM and USDM variants often have different numbers for what is externally the same turbo body but with different turbine wheel materials.

Showing -- results
Part Number Turbo Model Engine Application Market / Notes
17201-42020CT26 / CT26S27M-GTE 3.0L1987-1993 Toyota Supra MA70USDM & JDM
17201-42030CT26 / CT26S27M-GTE 3.0L1987-1993 Toyota Supra MA70 / 1988-1991 SoarerUSDM & JDM
17202-42060CT26 CHRA7M-GTE 3.0LToyota Supra MA70 Center SectionCHRA Only
17292-17010CT26 Bearing Housing7M-GTEToyota Supra MA70Component
17290-17010CT26 Turbine Wheel7M-GTEToyota Supra MA70Component
17201-74010CT26C13S-GTE 2.0L1987-1989 Toyota Celica GT Four ST165JDM -- Ceramic Upgrade
1720174010CT26C13S-GTE 2.0L1987-1989 Toyota Celica GT Four ST165JDM -- Ceramic Upgrade
17201-74020CT263S-GTE 2.0L1989-1993 Toyota Celica GT Four ST185 / MR2 SW20JDM -- Ceramic Upgrade
17201-74030CT263S-GTE 2.0L1989-1993 Celica ST185 / 1991-1995 MR2 Turbo SW20JDM & USDM
17201-74060CT263S-GTE 2.0L1989-1995 Toyota MR2 Turbo SW20 / Celica ST185USDM / JDM interchangeable
1720174030CT263S-GTE 2.0LToyota MR2 Turbo SW20 / Celica GT Four ST185JDM & USDM
1720174060CT263S-GTE 2.0LToyota MR2 Turbo SW20 / Celica GT Four ST185JDM & USDM
17201-74040CT20B3S-GTE 2.0L1994-1999 Toyota MR2 Turbo SW20 Rev 3 / Celica ST205JDM -- Ceramic Upgrade
17201-74050CT20B3S-GTE 2.0L1994-1999 Toyota MR2 SW20 Rev 3JDM -- Ceramic Upgrade
17201-74070CT20B3S-GTE 2.0L1994-1999 Toyota MR2 SW20 / Celica ST205JDM -- Ceramic Upgrade
17201-74080CT20B3S-GTE 2.0L1994-1999 Toyota MR2 SW20 Rev 3 / Celica ST205 WRCJDM -- Ceramic Upgrade
17201-46010CT12A (Primary)1JZ-GTE 2.5LToyota Soarer JZZ30 / Chaser JZX90 / Supra JZA70JDM -- Ceramic Upgrade
17208-46010CT12A (Secondary)1JZ-GTE 2.5LToyota Soarer JZZ30 / Chaser JZX90 / Supra JZA70JDM -- Ceramic Upgrade
17201-46020CT12A1JZ-GTE 2.5LToyota Soarer JZZ30 / Chaser JZX90JDM -- Ceramic Upgrade
17208-46020CT12A1JZ-GTE 2.5LToyota Soarer JZZ30 / Chaser JZX90JDM -- Ceramic Upgrade
17201-46030CT20A (Primary)2JZ-GTE 3.0L1993-2002 Toyota Supra JZA80 JDMJDM -- Ceramic Upgrade
17201-46040CT20A (Secondary)2JZ-GTE 3.0L1993-2002 Toyota Supra JZA80 JDMJDM -- Ceramic Upgrade
17208-46030CT20A (Primary)2JZ-GTE 3.0LToyota Supra JZA80 / Soarer JZS147 JDMJDM -- Ceramic Upgrade
17208-46040CT20A (Secondary)2JZ-GTE 3.0LToyota Supra JZA80 / Soarer JZS147 JDMJDM -- Ceramic Upgrade
17201-46010CT20 / CT20A2JZ-GTE 3.0LToyota Soarer JZS147 2JZ-GTE (JDM)JDM -- Ceramic Upgrade
17201-46020CT20 / CT20A2JZ-GTE 3.0LToyota Soarer JZS147 2JZ-GTE (JDM)JDM -- Ceramic Upgrade
17208-46030CT20A Billet Comp Wheel2JZ-GTE 3.0LToyota Supra JZA80 JDM CT20AComponent Ref
17291-54030CT20A Compressor Wheel2JZ-GTE 3.0LToyota Supra JZA80 JDM CT20AOEM Component
17201-46030CT12B (Primary)2JZ-GTE 3.0L1993-1998 Toyota Supra JZA80 USDMUSDM -- Steel Wheel
17208-46030CT12B (Secondary)2JZ-GTE 3.0L1993-1998 Toyota Supra JZA80 USDMUSDM -- Steel Wheel
17201-46050CT12B2JZ-GTE 3.0LToyota Supra JZA80 USDMUSDM -- Steel Wheel
17208-46050CT12B2JZ-GTE 3.0LToyota Supra JZA80 USDMUSDM -- Steel Wheel
17201-46060CT12B2JZ-GTE 3.0LToyota Supra JZA80 USDM (late)USDM -- Steel Wheel
17208-46060CT12B2JZ-GTE 3.0LToyota Supra JZA80 USDM (late)USDM -- Steel Wheel
Common Failure Modes

Why Toyota Turbos
Come In

Most Toyota turbo failures have an external cause that the rebuild has to address alongside the internal work. We identify the root cause at teardown and report it before proceeding.

01
Ceramic Turbine Wheel Failure (JDM)
The most catastrophic failure mode on JDM Toyota turbos. Ceramic wheels shatter under sustained boost above factory limits, heat shock, or boost spikes. Fragments are ingested into the engine and destroy pistons, valves, and sometimes the cylinder head. Any JDM 3S-GTE, 1JZ-GTE, or JDM 2JZ-GTE running above stock boost on ceramic wheels is living on borrowed time. This is why we upgrade every JDM unit to Inconel as a matter of policy -- not as an option.
02
Oil Coking and Hot Shutdown
The 2JZ-GTE and 7M-GTE are frequently pushed hard and shut down without cooldown. The CT12B and CT26 retain significant heat and oil bakes into deposits that restrict passages on the next cold start. Particularly common on track cars and builds without turbo timers. The sequential system on the 1JZ and 2JZ also means the secondary turbo may not always receive adequate oil circulation at idle -- coking in the secondary is common even on relatively low-mileage units.
03
Oil Starvation on the MR2
The mid-engine layout of the SW20 MR2 means the oil travels a longer path to the turbo than in a front-engine car. Any restriction in the oil feed line, degraded oil pump, or lean oil level accelerates bearing wear. The MR2 turbo oil feed line is known to develop restrictions over time and is a required inspection point on every MR2 rebuild. We replace the oil feed line as part of the standard process on MR2 units.
04
7M-GTE Head Gasket Contamination
The 7M-GTE has a well-documented head gasket failure history. When the head gasket fails, coolant enters the oil system and the oil enters the coolant. Contaminated oil causes accelerated bearing wear and scoring in the turbo. We check for signs of coolant contamination in the bearing housing and CHRA during teardown and flag it before rebuilding -- a turbo rebuilt on a 7M-GTE with an active head gasket failure will not survive.
05
Sequential System Imbalance (1JZ / 2JZ)
The sequential twin turbo system on the 1JZ-GTE and 2JZ-GTE uses a primary turbo for low-RPM boost and a secondary that comes online at higher RPM. The transition is managed by a set of solenoid-controlled valves and bypass lines. When these valves stick, fail, or develop leaks, one turbo sees abnormal conditions -- typically either over-boost on the primary or oil starvation on the rarely-used secondary. Both turbos must be inspected when either one comes in.
06
Boost Creep on CT26
The CT26 internal wastegate is known to crack or warp under sustained high-boost use, causing boost creep -- boost pressure climbing beyond the wastegate set point. The driver experiences unexpected boost spikes and the turbo and engine are subjected to conditions outside their design range. Cracked wastegate components are found during housing inspection. The CT20B on later 3S-GTE applications is more robust in this regard than the CT26.
Our Rebuild Process

Every Toyota Turbo
Done Right

We have been rebuilding Toyota performance turbos since 2008. Every unit gets the same full teardown, root cause diagnosis, Inconel wheel upgrade where applicable, complete bearing and seal replacement, and in-house VSR balancing before it ships.


JDM units get the Inconel wheel upgrade on every rebuild without exception. USDM units with steel wheels get standard bearing and seal replacement with VSR balancing. Both get the same full inspection and photography from teardown through completion.

01
Teardown and Root Cause Diagnosis
Full disassembly on arrival. JDM vs USDM configuration confirmed. Ceramic wheel condition assessed. Root cause of failure identified before any parts are ordered or work begins.
02
Ceramic to Inconel Upgrade (JDM Units)
JDM ceramic turbine wheel removed and replaced with an Inconel turbine wheel matched to the specific turbo configuration. Not optional -- standard on every JDM rebuild regardless of the ceramic wheel's apparent condition.
03
Bearing Replacement
Journal bearings, thrust bearing, and thrust washer replaced. CHRA cleaned of coking and inspected for oil passage restriction. Oil contamination from 7M-GTE head gaskets or coolant checked and flagged.
04
Piston Rings and Seal Hardware
All compressor and turbine side piston rings replaced. Seal plates and o-rings inspected and replaced. Wastegate components on CT26 units inspected for warping and cracking.
05
In-House VSR Balancing
Every rebuilt CHRA dynamically balanced in-house above OEM specification. Critical on JDM units where the new Inconel wheel requires balancing to match the assembly. Not sent out.
06
Final Assembly and Inspection
Housings cleaned and inspected. Wastegate operation verified. Shaft play confirmed within tolerance. Turbo photographed and packaged for return shipment.
Common Questions

Frequently Asked

Ceramic reduces the rotational mass of the turbine wheel significantly compared to metal. Less rotating mass means faster spool response -- the turbo reaches boost pressure quicker. Toyota prioritized response in the sequential twin turbo setups on the 1JZ and 2JZ, and ceramic wheels were the way to achieve it at the time. The tradeoff is that ceramic is brittle. It handles heat well within its design parameters but shatters when those parameters are exceeded. Factory boost levels on a stock engine are within those limits. Any meaningful increase is not.
The Inconel wheel is slightly heavier than ceramic, which can affect spool time by a small margin on completely stock setups. In practice the difference is not noticeable on most street builds and is far outweighed by the durability gain. For any car running above factory boost the Inconel wheel is the only sensible choice -- the response difference is irrelevant if the ceramic wheel shatters and takes the engine with it. The Inconel wheel is precision balanced in-house as part of every rebuild, so spool character is consistent.
The fastest way is the turbo part number. JDM Supra and Soarer 2JZ-GTE use CT20A turbos (part numbers 17201-46030 / 17201-46040). USDM Supra uses CT12B turbos. You can also check the intake manifold -- JDM uses a MAP sensor while USDM uses a MAF sensor. JDM injectors are 440cc while USDM are 550cc. If you are unsure, contact us with the turbo part numbers from the casing and we can confirm. The ceramic wheel situation makes this identification important before the rebuild begins.
Yes, and we recommend it. On the 1JZ and 2JZ sequential systems the primary and secondary turbos wear at different rates -- the primary handles most of the load while the secondary sits relatively idle at lower RPM. By the time one turbo needs a rebuild the other is rarely far behind, and the labor of pulling and reinstalling the entire system is the same whether you rebuild one or both. We price twin turbo rebuilds as a pair and can process both units from the same shipment.
Always replace the oil feed line and both copper crush washers on the banjo fittings -- restrictions in the feed line are a common cause of rebuilt turbo failure. Replace the oil drain line and gasket as well. On MR2 Turbo applications this is especially important given the longer oil routing. Change the oil and filter before the first startup. If the previous turbo failure scattered debris, drain and inspect the oil system for contamination before installing the rebuilt unit. Pre-lube the oil inlet before startup on the fresh turbo.
Drain any residual oil from the inlet and outlet ports. Plug all ports to prevent contamination during transit. Double-box with foam or bubble wrap padding on all sides. For sequential twin turbo systems, ship both turbos together in the same box if possible -- it helps us cross-reference the pair at teardown. Ship via UPS or FedEx to 37833 Pineapple Ave Unit A, Dade City, FL 33523. Contact us before shipping and we will send a receiving confirmation.
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Start your rebuild request in our repair system. JDM Toyota turbos receive Inconel wheel upgrades as standard. Every job is documented from intake through return shipment.

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sales@theboostlab.com theboostlab.com Dade City, FL