Brand Discontinued

Turbonetics closed in 2021. Parts supply has dried up and factory support is gone. Boost Lab, Inc. still rebuilds every series they ever made. If you have a Turbonetics turbo, you are in the right place.

Performance Turbocharger Rebuild

Turbonetics
Rebuild
Service

Complete in-house rebuild service for all Turbonetics turbocharger series. T3, T3/T4 Hybrid, T04B, T04E, 60 Series, T-Series, Super T, Mid-Frame, Y2K, Thumper and everything in between. Turbonetics may be gone but your turbo is not. We have been rebuilding them since 2008.

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2008 Rebuilding Turbonetics Since
10+ Series Covered
In-House VSR Balancing
Small Frame
T3 T3/T4 Hybrid
Mid Frame
T04B T04E 60 Series
T-Series
T58 T61 T66 T70 T72 T76
Large Frame
Super T Mid-Frame Y2K Thumper
Bearing Types
Journal Ceramic Ball Bearing
In Shop Since
2008 17+ years
Series Coverage

Every Series
We Rebuild

Turbonetics built turbos across a wide range of frame sizes and configurations over their history. We rebuild all of them. If you are not sure which series you have, the five-digit serial number on the backplate tag identifies the unit. Contact us with that number and we can confirm the series and what the rebuild involves.

T3
Up to 350 HP
The original small-frame Turbonetics unit. Journal bearing. Used extensively in 4-cylinder street builds and early import performance applications. T3 compressor wheels available in 35 through Super 60 trim.
BearingJournal
T3/T4 Hybrid
350 to 550 HP
T3 turbine section mated to a T04B or T04E compressor section. Fast spool of the T3 turbine with the higher flow capacity of the larger compressor. Available in Stage I through Stage V turbine trim and 60-1 or 62-1 compressor wheels. One of the most common Turbonetics units in the performance community.
BearingJournal or Ceramic Ball Bearing
T04B
350 to 500 HP
The versatile mid-frame workhorse. Super-S, Super-V, and Super-H compressor wheels. High compressor efficiency and competitive pricing made the T04B one of the most widely used Turbonetics units across street and track builds.
BearingJournal or Ceramic Ball Bearing
T04E
400 to 600 HP
Larger T4 frame with compressor wheels from 40 through 60 trim, plus the T04E Super version with a 3.20" major diameter. Popular in 4 and 6-cylinder high-boost applications. Available standard and super frame configurations.
BearingJournal or Ceramic Ball Bearing
60 Series
425 to 625 HP
60-1, 60-1 Hi-Fi, 62-1, and HP-61 compressor wheels. Some of the most versatile units Turbonetics produced, capable of strong street performance while still responding well under 22 psi. The 60-1 remains one of the most rebuilt Turbonetics units we see.
Wheels60-1, 60-1 Hi-Fi, 62-1, HP-61
T-Series
550 to 950 HP
The big-shaft mid-range units with HP-58 through HP-78 compressor wheels. T58, T61, T64, T66, T70, T72, and T76. Custom built to application with a choice of O or P trim turbine housings in .58 through .96 A/R. Available in journal and ceramic ball bearing with carbon seal options.
SizesT58, T61, T64, T66, T70, T72, T76, T78
Super T / Mid-Frame
700 to 1500 HP
Super T combines a T04 turbine with the next size up mid-frame compressor. Mid-Frame uses F1-75 turbine wheels with HP-72, HP-76, and HP-82 compressor wheels. Ceramic ball bearing standard. V-band discharge. The largest T4-flanged units Turbonetics produced.
WheelsHP-72, HP-76, HP-78, HP-82
Y2K
900 to 1800 HP
Everything with an 80mm and larger compressor wheel. Ceramic ball bearing standard. Built for serious race applications and high-displacement engines. Billet HPC compressor wheels available. The Y2K was the flagship of the Turbonetics performance lineup.
Compressor80mm and larger, journal or billet
Thumper
1200 to 2400 HP
The top of the Turbonetics lineup. Available up to 115mm billet compressor wheels. Ceramic ball bearing. Designed for the most extreme race applications. If you have a Thumper, you know what it is. Contact us to discuss your rebuild.
CompressorUp to 115mm billet
GT-K / TNX
Varies
The GT-K 325 and GT-K 350 ball bearing units, as well as the TNX series. Both journal bearing and wet ball bearing configurations. Contact us with the tag number from the backplate if you are unsure which unit you have.
BearingBall Bearing (dry and wet)
Common Failure Modes

Why Turbonetics
Turbos Come In

Turbonetics turbos were well-built units. Most failures we see are from the same external causes that bring in any performance turbo -- oil supply issues, contamination, heat cycling, and age. With the brand discontinued, getting them back in service requires a shop that knows the internals. We do.

01
Seal and Piston Ring Failure
Oil leaks on Turbonetics units are almost always caused by the same external conditions as any other turbo -- restricted oil drain, elevated crankcase pressure, or oil starvation. Turbonetics piston rings are gas control rings, not oil pressure seals. When oil leaks, the root cause is a pressure balance issue, not a failed ring. We diagnose the root cause before rebuilding so the problem does not return.
02
Journal Bearing Wear
Turbonetics journal bearing units used a 360-degree bronze thrust bearing design that was more robust than the 270-degree bearings found on many competitors. That said, extended oil intervals, contaminated oil, and hot shutdowns wear the journal bearings over time. Shaft play that allows wheel contact follows. We replace all bearing components on every rebuild.
03
Ceramic Ball Bearing Cartridge Wear
Turbonetics used their own ceramic ball bearing cartridge system across the T-Series, Mid-Frame, Y2K, and Thumper units as standard equipment and as an upgrade option on smaller frames. Cartridge wear from contaminated oil or heat cycling allows shaft play and eventual wheel contact. Replacement cartridges for these units are increasingly scarce with the brand discontinued -- contact us before assuming parts are unavailable.
04
F1 Turbine Wheel and Shaft Damage
Turbonetics used their proprietary F1 turbine wheel in 10-blade Inconel construction across the T-Series and larger units. F1 wheels are identifiable by their taller tip height compared to the earlier Stage-style wheels. Detonation, overspeed, or bearing-related shaft contact can damage or crack the wheel. We inspect every F1 turbine wheel at teardown and quote replacement where needed.
05
Compressor Wheel Damage
Foreign object ingestion and compressor surge are the primary causes. The HP-series billet compressor wheels used in the T-Series and larger units are more resistant to tip damage than cast wheels, but not immune. Even minor tip damage creates an imbalance that accelerates bearing wear at high RPM. VSR balancing on every rebuild catches this.
06
Hot Soak and Oil Coking
The larger T-Series and Y2K units retain significant heat after hard use. Shutting down immediately without a cooldown period traps that heat in the bearing housing with no active oil flow. Residual oil bakes into carbon deposits that restrict passages on the next startup. This is especially common in race cars that do not run turbo timers. It compounds over time and is one of the most frequent findings at teardown on large-frame units.
Our Rebuild Process

Every Turbonetics
Done Right

We have been rebuilding Turbonetics turbos since 2008 -- before the brand closed, and now after. Every unit gets a full teardown, complete inspection, all wear items replaced, and in-house VSR balancing before it ships. Nothing leaves our facility unbalanced.


Parts sourcing for discontinued units can sometimes require locating compatible replacement components. We handle that internally and contact you with options before proceeding. We do not rebuild and ship without your approval on any non-standard part substitutions.


Every job is tracked in our repair management system from intake through shipment with photos at teardown and completion.

01
Intake Inspection and Documentation
Full teardown and photography on arrival. Every component identified, inspected, and root cause of failure determined before any parts are sourced.
02
Bearing Replacement
Journal bearings, thrust bearing, and thrust washers replaced on journal bearing units. Ceramic ball bearing cartridge replaced on BB units. We source the correct components for your specific series.
03
Piston Ring and Seal Hardware
All compressor and turbine side piston rings replaced. Seal plates, o-rings, and related hardware inspected and replaced as needed. Carbon seals where applicable.
04
F1 Turbine Wheel and Compressor Inspection
F1 turbine wheel inspected for tip damage and shaft runout. HP-series and standard compressor wheels checked for tip damage and erosion. Replacement quoted before proceeding if needed.
05
In-House VSR Balancing
Every rebuilt CHRA dynamically balanced in-house above OEM specification. Done here, not sent out.
06
Final Assembly and Inspection
Housings cleaned and inspected. Shaft play verified within tolerance. Turbo photographed and packaged for return shipment.
What's Included

Standard Rebuild Includes

New Bearings
360-degree bronze journal bearings and thrust assembly for journal bearing units. Ceramic ball bearing cartridge for BB units. Correct components for your specific series.
Piston Rings and Seal Hardware
All compressor and turbine side piston rings replaced. Seal plates and o-rings inspected and replaced as needed.
In-House VSR Balancing
Every rebuilt CHRA dynamically balanced in-house before final assembly. Not sent out.
F1 Turbine and Compressor Inspection
F1 turbine wheel and HP-series compressor wheel inspected for damage. Shaft runout checked. Replacement quoted before proceeding if out of spec.
Housing Inspection and Clean
Compressor and turbine housings cleaned and inspected for cracks, erosion, and rub marks.
Documented Build Record
Every job tracked in our repair management system from intake through shipment with photos at teardown and completion.
Common Questions

Frequently Asked

For most of the lineup, yes. Turbonetics used many industry-standard bearing and seal components that are sourced from common suppliers. The journal bearing components, thrust assemblies, and seal hardware on units through the T-Series and into the Mid-Frame are rebuildable with available parts. The ceramic ball bearing cartridges used in the BB versions are more difficult to source but we maintain stock and can often locate compatible units. The Y2K and Thumper series are the most involved and we handle those case by case. We will always tell you upfront what we can and cannot source before you ship the turbo.
Look for a five-digit serial number tag on the backplate of the center housing. That number identifies the unit and configuration. If the tag is missing or unreadable, the compressor wheel inducer diameter (measured with a caliper at the inlet) and turbine wheel exducer diameter identify the series. Turbonetics published wheel dimension tables for all their series. Contact us with your measurements and we can identify the unit and confirm rebuild options.
In our experience a turbo that only needs seals does not exist. The piston rings in a turbocharger are gas control rings, not oil pressure seals. When oil is leaking, the pressure balance in the system has been disrupted and the bearings have almost always seen wear at the same time. We inspect every unit completely and have never pulled a turbo apart that was in good enough condition to justify anything less than a full rebuild.
Yes. Turbonetics offered their ceramic ball bearing system as standard on T-Series and larger units and as an upgrade option on T3/T4, T04B, T04E, and 60 Series units. The cartridge design varied by series and frame size. Contact us with your unit's serial number or measured wheel dimensions and we will confirm cartridge availability and rebuild pricing before you ship anything.
Drain any residual oil from the inlet and outlet ports before packaging. Plug the ports to prevent contamination during transit. Double-box the unit with foam or bubble wrap padding on all sides. 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.
Standard turnaround is 7 to 14 business days from the day your turbo arrives. All work including VSR balancing is done in-house. If parts require sourcing due to the discontinued status of the brand we will contact you with an updated timeline before proceeding.
Get Started

Ready to Rebuild?

Start your rebuild request in our repair system. Every job is fully documented from intake through return shipment. Turbonetics may be gone but your turbo does not have to be.

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