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Beware Before You Buy

Grey imported Garrett turbochargers

There are many performance shops and so called tuners alike who claim to be importers and agents for the world renowned Garrett turbochargers. TurboDirect S.A are synonymous with the Garrett brand and are official Garrett master distributors aswell as official Performance distributors for South Africa - we the the only Garrett Performance distributor in Africa. Beware of these so called “importers and agents” who will sell you grey imported or fake/copied Garrett turbochargers. The question is how does one tell if a turbocharger is a genuine Garrett turbocharger? Well this is simple - on every genuine Garrett turbocharger you will find a small aluminium name plate, this name plate houses both a Serial Number aswell as a Part number. The part number identifies the turbocharger, its model and size, aswell as relates to the HP output it makes. The Serial number will allow the turbocharger to be traced in terms of when it was manufactured, which country it was made, and which distributor around the world it was sold to by Garrett.

This Serial number is also the number we use to confirm whether the turbo is in fact fake, or a grey import. there is a distributor in each country, who is responsible for the Garrett brand in their territory from stock holding, sales, marketing, sponsorships etc. Unless the turbo was sold through this distributor, the product is not official and could be fake. TurboDirect S.A carry all Garrett products in stock, and we have the largest stock holding of repair components for all GT/GTX/GTW performance turbochargers - we offer repairs to all our clients who have purchased official product through us.

Here is a list of factors you should consider when buying a Garrett turbocharger:-

1) Unless the turbo was sold through TurboDirect S.A - no warranty will be provided, if the turbo fails, you will have to send it back to the distributor in the country that the so called “importer/tuner” purchased it from.
2) If your turbo fails and you require a repair or an upgrade, or even parts for the turbocharger - TurboDirect S.A will not support you, you will need to go back to the country where the turbocharger was distributed from - your “importer/tuner” will have to ship abroad for these parts, repairs etc
3) Pricing - TurboDirect Supply Genuine Garrett turbochargers at the lowest price available - PERIOD! Buying from an “importer/tuner” who imports these grey turbochargers will always charge you more than the official Garrett Distributor in South Africa - TurboDirect S.A
4) TurboDirect S.A hold stock of all the GT/GTX/GTW turbocharger apical to our market at any time. No waiting period for product to be imported - which could lead to weeks and even months.

Here is an advert from a company in South Africa advertising the Garrett GTX turbochargers - note his prices. Below are the prices you can expect to pay from TurboDirect S.A for the exact same OFFICIAL turbochargers and you will get the warranty, repair support, upgrade and parts availability together with the turbocharger at any time you require these.


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These turbochargers advertised by this grey importer are not in stock, and the price is almost 40% more in some cases compared to the official Garrett Distributor - TurboDirect S.A

You enjoy horsepower - WE OWN IT — come get some!


Inside A Precision 6262 Turbocharger

The intention of these articles are to inform you, the public, about what you are purchasing to enable you to make an educated decision about where and what you are spending your money on. As you are aware there are many, many alternative products on the market and sometimes simply choosing the right product from the massive volume of options can be the most confusing part of your performance car build.

The reason for these articles are simple –

  • To educate you, the consumer, about what it is exactly that you are buying.
  • To protect you, the consumer, from the sometimes uninformed retailers who themselves may be unaware that they are selling you an inferior product for a premium price.
  • To provide a general knowledge about products and their alternatives on the market today, as well as their pros and cons.

We hope to educate both retailers as well as the public about what should be looked for in a quality product, which is not going to have a negative impact on the car builders pocket or the cars performance.

We will be addressing many different automotive components from the turbocharger, to pistons, to engine management systems, clutches and the list goes on. For this first article we strip down a Precision6262 Ball Bearing turbocharger, and provide you with an inside view into what makes this turbo tick. Please note that this is in no way an attack on the Precision product, the product is not terrible and certainly holds a place in the performance market. This Turbocharger is simply being used as an example of what can be noted from a number of branded, reputable products on the market. Let’s begin.

Some background information into this specific test turbocharger, this was a brand new turbocharger which failed due to a lubrication failure, which is no weakness of the product in any way, the cause of the failure was a result of installation error, we simply chose this to strip down as it had already failed and we were requested to do an assessment on the failure, as a result you will see the failed components as we progress through the strip down procedure.

Let’s take a look at the compressor housing, this housing uses a design based on the Garrett A/R 70 compressor housing from a GT3582R turbocharger. This design has proved to be very efficient for Garrett and for this reason it has been copied and rebranded by many turbocharger manufacturers of which Precision is but one. As Garrett did not issue any patents on this housing the copying of the design is 100% legal and should in no way effect ones decision to purchase these products. If anything it merely proves that the Garrett design is one to be proud of.

Now let’s look at the compressor wheel – this unit is a billet machined wheel and is a downscaled version of the original Garrett GT billet compressor wheel which was manufactured by Garrett for large turbo sizes for the worlds drag racing applications. There is little difference in design or technology when compared to the similar Garrett GT35R unit apart from the Precision unit being billet, in fact the two wheels show one very specific difference in the root or hub of the compressor wheel. This difference is there a specific reason, to allow for a larger blade area. This type of compressor wheel design, with narrowed hub and larger blade area offers both pros and cons, as a pro it should theoretically offer greater air flow while still maintaining the “same size inducer and exducer diameters”, as a con however, which is the most important point to make note of when using compressor wheels with this design is that  it weakens the strength of the compressor wheel at its highest stress point.

Facts show that the highest stress area on a compressor wheel is in the root itself. Here’s a picture to illustrate:-


Here is the Original Garrett GT35R comp wheel next to the Precision 6262 compressor wheel – notice the massive size difference in the root/hub of the two compressor wheels


Below is a picture of what happens to a compressor wheel in a burst situation during high speed operation. Now when you purchase a ball bearing race-intended turbocharger, you are certainly looking to run very high boost pressures in order to make the desired HP for your application – the higher the boost pressure, the faster the rotating speeds of the turbocharger - Keep in mind that Ball Bearing turbochargers are used mainly in race engines and high performance street car applications, these turbochargers rotate at very high speeds, higher than the journal bearing counterparts, the potential for similar failure is a concern with turbochargers with narrow compressor wheel hubs. This indicates merely an area where there may be potential for failure, it is advisable to assess the root diameter sizes of any turbocharger which uses variations of researched designs.

Next let’s look at the bearing housing, this specific unit uses an air cooled unit, we would however advise the use of water cooled housings wherever possible, especially for ball bearing units due to their higher operating loads and temperatures. The cooler housing helps guard against carbonisation of the lubricant and will insure the maximum life out of your turbocharger bearings.

The flange face of the bearing housing along with many other aspects of this housing resemble that of the original Garrett T04 bearing housing – here they are next to one-another for you to clearly see the similarities.


  1. 1.The Precision unit, as with most precision turbos, uses the exact same o-ring position and size as the original Garrett unit, allowing the unit to be serviced with Garrett components.
  2. 2.The PCD of the mounting holes in the Precision bearing housing that hold the backplate also match the dimensions of the Garrett unit.
  3. 3.The overall physical size of the Precision bearing housing is almost identical to an equivalent Garrett unit, with small cosmetic changes, this allows these units to be interchangeable with very little modification.

Next let’s look at the flange face of the two housings below – this is the oil drain of the turbocharger – note the Precision unit uses the same size and pattern as a Garrett unit.


Now we move further into the rotating assembly of the units, and we take a closer look at the internals of the Precision turbocharger.



From left to right—the original Garrett thrust collar from an old design Garrett T04B/E series journal bearing turbocharger and the Precision thrust collar (Precision claim to use a different word to describe this part, whatever its word is, does not change the fact that the part is almost identical to the Garrett unit with very little differences for example the hole diameter and base plate)

We remain sceptical about Precision’s methods of using somewhat out dated Garrett journal bearing designed thrust collar with ‘modern’ ball bearing technology, ball bearing turbochargers were introduced, in part, to cope with the high thrust loads generated by high performance applications, with the ball bearing itself carrying the thrust load as well as the rotational load. Our best educated guess would be that it was a suitable solution to an otherwise expensive engineering exercise.

Let’s look at the ball bearing design that Precision have adopted for their rotating assembly, the bearing design in the Precision is very similar to the Garrett design except that it is made slightly larger and uses ‘ceramic’ balls. In fact this bearing design is almost identical to the Garrett GT45 Ball bearing cartridge used in the Nissan Truck UD440 – Garrett uses a bronze cage in their larger GT45 design, and is almost identical in dimensions to the Precision shown below.


The Garret Design has been flawless in operation for many years and there is little doubt as to why it has been copied by so many turbocharger manufacturers worldwide. It would be difficult to dismiss the similarities as coincidental; the assumption would be that the size differences were merely a method of overcoming copyrights and critics comments. Hey the Garrett design is generally the yardstick everyone measures against, so why wouldn’t it be copied? It’s like blaming Bridgestone for copying the tyre! Should we be concerned about the design changes made by Precision? Let’s check?


The above picture is the perfect illustration of the differences between the use of steel balls and ceramic balls in turbocharger applications. Where the benefits are realized are during extreme operation, or on the brink of failure – the above picture shows the Steel ball versus the failed Ceramic ball – during high thermal and thrust loading which exceed operational conditions.

Ceramics are intolerable to unstable conditions, like impact, vibration, contaminated oil and lack of lubrication conditions – the fact that Precision utilize an air cooled bearing housing as opposed to Garrett’s water cooled unit, questions its reliability.

Let’s move onto the most concerning part of this strip down, the turbine wheel. This again seems to be a direct copy of a Garrett turbine wheel. However there is an obvious difference in the thickness of the blades. A Garrett wheel has a blade thickness of 0.6mm and is made from a super-alloy known as Inconel 713LC and has a Chrome-Moly shaft electron beam welded to it.

This specific Precision shaftwheel’s blades measure 1.4mm thick and this specific component is made in China by a company called Worldturbocharger, this company is well known for manufacturing “copy” products of OEM original Garrett, KKK, IHI, Holset etc – this company uses a material called K18 for the turbine head, which is a steel derivative with a high thermal ceiling, but by no means anywhere near the same quality as the Inconel 713LC material used by Garrett, KKK or Holset, hence the thicker blades on the Precision turbine, thicker blades simply mean more weight, and for any component which relies on its ability to accelerate, weight is not great. The shaft also appears to have been friction welded onto the turbine head.

What is also interesting is that Precision and TurboneticsINC both use this component in their turbochargers, in fact the shaft in this Precision turbo still has the Turbonetics logo cast into the back of the shaftwheel which can be seen in the pictures below.


This picture was taken in the Chinese factory of the Turbonetics shaftwheel used in our Precision turbocharger.

As a matter of interest we measured the running face of the Garrett T04E Journal Bearing shaft wheel known as a T4 Stage2 – Garrett Part# 446905-0501 next to the Precision 6262 ball bearing shaft(Pictures below) and this is what we found.

1. The Garrett shaft face where the journal bearings run measured 10.16mm and

2. The Precision shaft measured at the same point on the shaft measured 10.18mm


These two shafts are within 2 hundredths of a millimeter from one another. Put simply you will be able to use this Precision shaft inside a Garrett Journal Bearing turbocharger using the Garrett journal bearings with a 360 degree thrust collar – in fact its commonly used practise to convert failed Precision turbochargers into Garrett Journal bearing units using Genuins Garrett parts so that they can be repaired, customized and upgraded.

Lastly let’s look at the oil supply to the bearing cartridge. Aside from the basic shape and the fact that it screws into the bearing housing, the functional design of this unit is again duplicated from the Garrett turbocharger unit.

Precision locator and oil restrictor on the left and the Garrett unit on the right – both perform the same function in almost identical bearing housings.

Now let’s put the design comparisons behind us and concentrate on performance. As it’s been made fairly obvious by our investigation, the Precision turbocharger is for all intents and purposes manufactured with components copied from the designs used by Garrett turbochargers. So it seems only fair that we draw performance comparisons with a competitive Garrett unit.

It has been said that the ceramic ball bearing turbocharger are better and spool up faster aswell as handle higher heat than the steel ball bearing units, this is not entirely true, since the boost response does not rely only on the ball bearing cartridge alone, it is a combination of many things – for example. The Precision turbocharger has the same physical dimensions in terms of the turbine wheel and compressor wheel outside diameters(bar the Precision turbine wheel inducer is 72mm as opposed to the Garretts 68mm)  but the turbo has tested to be laggier than the comparative Garrett unit. The reason for this is threefold –

  • The bearing cartridge from Garrett is smaller and has less rotational drag, and less weight – therefore better transient response (less lag)
  • The Garrett turbine wheel blades are lighter and thinner than the Precision, allowing it to accelerate faster and therefore once again allow for less lag
  • Lastly the turbine housing designs differ in A/R – the Garrett unit has an A/R of 0.63, and the Precision unit has an Air Ratio of 0.64, although this is very slight in terms of the number itself, the facts remain that the Garrett housing combined with the rotating assembly out-spools the Precision unit by approximately 500rpm according to tests we have conducted on numerous occasions.

When we set out to investigate comparative product for this “know what you’re buying” series we were not expecting to discover the somewhat controversial evidence that we did. We were led to believe that Precision Turbochargers manufactured their turbochargers in house, and there can be no doubt that Precision have made a mark on the performance markets. They certainly enjoy a loyal following and deserve credit for what they have achieved and will, no doubt, continue to achieve. That being said we did discover, at least for this particular turbo, that it consisted of components from many unrecognised manufacturers, and copied technologies long being used by Garrett. Yes we do have concerns about materials used and subsequent longevity, and some hesitations when it comes to performance efficiencies but in the most part the turbocharger works and those that have purchased them seem happy with their purchase. Personally I don’t believe the price is justified when compared to a genuine Garrett turbocharger, but it would certainly be an option if the alternative is a very poor quality ‘FongKong’ fake. The first rule when buying a turbocharger should always be: Buy only recognised brands from legitimate authorised dealers. If you have any doubt about a dealer’s credentials visit the websites of the turbo Manufacturers for a list of authorised distributors. We would also like to extend an invitation to submit products for evaluation and comparison should it be for personal interest or possible marketing reasons



Precision Turbo

Precision is a company that up until recently was really just a distributor of Garrett turbo’s. They would take Garrett turbo’s and resell them, mainly focusing on the aftermarket scene. Then they started to modify Garrett turbo’s and openly advertise how their turbo’s were out performing standard Garrett turbo’s. As you can guess Garrett wasn’t happy about that. You would have to assume Precision as a company knew what they were doing. We have all heard the saying: “you shouldn’t crap where you sleep”. Garrett then cut off precision as a supplier.

Precision then moves on to make there own CHRA center housings and continues to supply their own wheels and housings. Enter the DARK YEARS of precision. As one could assume with a new company there product was not very reliable. Failures were all over the place, and there is no shortage of stories on the internet about it. Once Garrett cut them off, they had to bring products to the market faster than they really should have. Also it was there first time making the inner guts of a turbocharger. I am talking about the CHRA center with its shaft, bearings, cooling channels, and seals. Because of this Precision turbo’s got a bad reputation. Also they had never designed there own turbine wheels before, just comressor wheels, so they stole/borrowed the turbonetics designed turbine wheels for the first production runs on some of there more popular turbo's.


Does Your Turbocharger Company Do Burst Containment Tests?

Turbochargers are precision components machined and balanced to the highest standards using the best quality materials. The designers of these components spend a plethora of time and money engineering these parts to be reliable, and robust in the intended applications they were designed for. Recognized turbocharger manufacturers e.g Garrett, Holset, KKK, IHI, Mitsubishi, Hitachi and Toyota carry out extensive burst containment testing and 500 hour endurance tests, along with hot shut down analysis in order to further refine and improve their initial designs specifically to maintain reliability and safety in the case where a turbocharger failure does occur.

There were recent turbocharger failures involving two well known racers, who suffered immense financial losses due to infoerior design turbine housings. see the video below for detials on the Precision turbocharger burst housings. 

Questions that should be asked of Precision Turbo should be along the lines of:-

  • Does Precision Turbo conduct burst containment tests?
  • Why did your turbine housing not contain this turbocharger failure?
  • What is your company doing about this to prevent this sort of thing occurring again?
  • Have you done a recall on all your turbine housings in the market to safeguard your customers?
  • Do you have a revised turbine housing that you have conducted burst containment testing on?
  • When will you be swapping these out for your customers who have existing turbochargers using your inadequate housings?
  • Will there be any compensation for the customers who have to arrange a replacement turbine housing if a replacement housing which has been tested for burst containment is available?

Garrett GT3076R vs Precision 6262 vs TurboDirect GT3076R Billett 60

Garrett GT3076R versus Precision 6262 versus TurboDirect GT3076R Billett 60-1

By Chris Kambouris – TurboDirect S.A


Recently TurboDirect received a phone call from Precision Turbo in the USA who were unhappy about the document posted on our web page comparing the Precision 6262 turbocharger with Genuine Garrett components and the GT series Dual Ball Bearing unit from the GT3582R.  Since we receive word that many people, racers, customers and the general public are comparing our Garrett Turbochargers to the Precision units, we felt it was only fair to provide the market with information with side by side comparisons and tests.

Precision made comments to TurboDirect such as “the information inside the document was opinion and not fact….” – and “the information in the document is untrue….” And “Precision components are not similar in any way to the Garrett ones …” and comments sounding like Precision Turbos make more power than Garrett Turbos etc… naturally for those who read my articles in the local media, this got me going, and I decided to put product to the test and find out.  Please note:- this is in no way or form comparative advertising, it is very simply a performance comparison between turbochargers and related components done by an independent tester/tuner for the purpose of seeing what turbocharger makes the most power and/or performs the best under SPECIFIC conditions in the same environment, on the same engine, same dynamometer, same fuel etc – much like a car magazine would test BMW versus MERC versus VOLVO versus – you get the message.

Many times we have experienced customers mentioning that the Precision turbo products make more power than Garrett products and that they boost a lot sooner than Garrett products and they boost a lot more than Garrett products – but many of these customers land up buying Garrett products… ???

Well we came to the conclusion that the information the customers were relaying to the market was simply information carried across to them in sales pitches, opinions and information found on forums by whomever…. In almost all these cases which we were made aware of, were apples compared to oranges.

OK – lets be VERY specific in outlining this performance test:-

Firstly we are going to compare apples with oranges – yes that’s right, we will compare a larger Precision 6262 turbocharger with a smaller Garrett GT3076R HYBRID one – ‘BUT that’s not fair!!’ It certainly is not fair - but since this is a very popular comparison amongst our market perception, we going to carry it out.  Here is some history – Im not going to mention any names here, but those who play in our market and attend the race meets on a regular basis will know exactly who I am referring to in some of these cases. There is a very well known white Toyota corolla running around with a Toyota 3SGTE BEANS engine in it – the turbocharger running on this engine was supplied by TurboDirect in parts and assembled by the owner. This turbo runs a 60-1 cast compressor wheel. The output of this specific engine at 1.4bar boost on a specific dyno on a VERY HOT summers day in Pretoria was 504rear wheel HP.

Its common knowledge that the 60-1 compressor wheel is a very good choice for high HP street applications, and gives good all-round HP with lower to moderate boost levels when running on pump fuel (95 octane) 

Its also common perception is that the extremely popular GT30xxR series of turbochargers is exceptionally good at making high HP – once again for street applications on both low and high boost settings, and is a popular choice for upgrades to stock, already-turbocharged cars because of the fast boost response.

The perception around the 60-1 compressor wheel, because of its 7 blade design, is that it makes more power than most other wheels and that this is the wheel of choice amongst the ‘street racers’

TurboDirect decided to make up a HYBRID turbocharger for this test to satisfy the ‘masses’ and cover the facts and fallacies surrounding firstly the possibility of the HYBRID GT30-601R and the output of the 60-1 versus the Precision counter part.

Here is the outline of this specific test and its constraints.

Please note:  The Precision turbocharger supplied was running on the vehicle supplied by the owner, we ran the setup as is – we changed, altered, modified and replaced - NOTHING  WHAT SO EVER. The same dyno, same engine, same ECU, same downpipe, same exhaust, same intercooler, same wastegate etc etc was used, in fact the car never left the dyno rollers during this single evenings testing – here is the breakdown of the components used during this test.

  1. Engine:-                   Nissan Skyline RB26 DETT
  2. ECU:-                       Haltech Platinum xxxx
  3. Manifold:-               Equal length manifold T3 flange
  4. Fuel:-                       95 octane pump fuel
  5. Turbo1:-                  Precision 6262 turbocharger AR63 T/housing
  6. Turbo2:-                  Garrett GT3076R 700382-12 – AR63 T/housing with std Cast 60-1 compressor wheel 409535-1
  7. Turbo3:-                 Garrett GT3076R 700382-12 AR63 T/housing with TurboDirect Billett 60-1 compressor wheel

Comment:- Please note, OBVIOUS tuning was required after each wheel change was necessary to maintain turbo and engine reliability. In no way or form was any of the tuning done in a biased manner, we tuned to the limit of the fueling settings with each turbo swap – in fact the timing advance was left entirely as the vehicle was received whilst running the Precision 6262 turbocharger. The same boost (1.2bar GUAGE) was run, and all tuning was done by the same tuner who was totally unbiased and irrelevant to this exercise, we simply used his dyno and tuning expertise to maintain consistency throughout these series of tests.

First things first – lets inform you with the relevant sizes and turbocharger data, so that you are aware of what we are comparing to what:-

Precision 6262:-

Turbine wheel Inducer 72mm

Turbine wheel exducer 62mm

Compressor wheel inducer 62mm

Compressor wheel Exducer 82mm

Garrett GT3076R HYBRID:-

Turbine Wheel Inducer 60mm

Turbine Wheel Exducer 55mm

Compressor wheel Inducer (60-1 CAST) 59mm Genuine Garrett Part# is 409535-1

Compressor wheel Exducer (60-1 CAST) 76mm Genuine Garrett Part# is 409535-1



Turbine wheel Inducer 60mm

Turbine Wheel Exducer 55mm

Compressor wheel Inducer 59mm – this is not a Garrett Wheel, its designed exclusively by TurboDirect

Compressor Wheel Exducer 76mm – this is not a Garrett Wheel, its designed exclusively by TurboDirect


The TurboDirect billet 60-1 compressor wheel measures precisely the same as the Garrett cast counterpart above and will interchange 100% into the Garrett AR70 409722-2 compressor housing with no changes required, however it is not a Garrett part at all, and not offered or manufactured by Garrett!


OK now lets get to it – first we need to machine the compressor housing of the GT3076R turbocharger to fit the 60-1 compressor wheel (some would say that the flow capacity of this compressor housing is not sufficient to flow the 60-1 flow ability….) – here is a pic showing the areas that require machining and/or modification, including cutting an anti surge port into the housing (which does not come standard with the GT3076R) – TurboDirect’s knowledge and experience with this compressor wheel knew that surge was certainly imminent, so the cut was made in a very specific point in the housing, very unconventional, something not many ‘copy/aftermarket/own-brand’ manufacturers know about.

Please note that ALL the engineering/machining was done by hand, although we had our CNC equipment, we chose this route to show the results with tolerances machined by hand and with the eye (which anyone with tooling and knowledge can achieve), you will notice this was done with a 3 jaw chuck – tolerances out the window …. , we used 0.5mm clearances between wall and blade and this went up to 0.65mm in some areas – nowhere near as accurate as CNC machining will provide.


Below is a pic of the rough machining done to the housing:- (not bad for a conventional lathe) and sand paper.


OK – here is a pic of the machined housing with the cast Garrett 60-1 comp wheel inside it, note the oversized clearance between the compressor housing and the inducer of the compressor wheel blades. This in no uncertain terms will definitely hinder performance in a negative manner and cause unwanted problems/cavitations with ‘un-uniform’ side clearances (off-centre machining) But we went ahead anyways … Please note:- that this exercise is in no way a reflection on the Garrett product range and indicates only OUR choice for engineering for time related reasons, to maintain a single evenings test at consistent temperatures and other factors. We are at any time able to engineer tolerances and clearances aswell as the radius of the compressor wheel to much tighter and more accurate tolerances.


OK here is the TurboDirect 60-1 Billett compressor wheel inside the compressor housing, once again note the exceptionally large clearance between the housing and the blades. Although the wheel is not centered inside the housing, it’s clear that the clearance is way too much … anyway, this will count against the Garrett application in this test, let’s leave it at that.


You will have also noticed that the wheels have the same design, same number of blades, and same root diameter/design so blade area is equal between the two blades when measured from outside edge to the inside edge where it meets the root/hub, however there is a small difference here and there, which TurboDirect obviously reserve as trade secret as a feature of this specific wheel.


Here is a picture of the engine bay with the Precision 6262 turbocharger next to the mounted GT3076R HYBRID with Cast 60-1 compressor wheel – what you should notice is that the comp housing was modified as per the first drawing showing the red arrows, so that it will fit the stock piping that the GT3076R replaced so no other changes were made to the engine bay, components etc. You will also note that the outlet of this welded-on, additional pipe is exactly the same size as the Precision 6262 outlet.

Please note: we blocked out a name on the engine cover for confidentiality and anonymous reasons, that’s why you see a weird coloured smudge mark on the tappet cover below the Precision 6262 turbocharger.


Pics below -- of the compressor housing and the cast Garrett 60-1 wheel removed – ready for the TurboDirect Billett 60-1 compressor wheel to be fitted.


Below Is the TurboDirect Billett compressor wheel attached – ready for testing, tightening up the comp housing bolts, and away we go.


OK – lets get to the dyno graphs – This picture is a photo of the dyno SCREEN, and not a print out – the printer was out of ink that evening.

Here are the results of testing at 1.2bar (GUAGE) boost pressure – Run1 was the 6262, Run 2 was the Cast compressor wheel and Run 3 was the TurboDirect Billett 60-1 compressor wheel.



The first thing you will notice is that its clear that the 6262 is ‘laggier’ than the GT3076R HYBRID – naturally it would be because it’s a larger turbocharger than the GT3076R HYBRID. Secondly, the power delivery of the 6262 is not as linear as the GT counterpart, which might indicate that at higher engine RPM (which in this specific case the engine is not able to rev higher) it might make more power. Our test concluded at no more than 7500RPM.

Although the RUN1 was only taken to 7000RPM, it is not an indication that the Precision 6262 turbocharger was ‘don-in’ or ‘robbed’ in any way, as its clear that this graph is not going anywhere near the same power as the other turbochargers made.

The GT3076R HYBRID with the Garrett cast compressor wheel makes power throughout the entire RPM band, and increases much faster than the 6262 does. 

The GT3076R HYBRID with the TurboDirect Billett 60-1 compressor wheel makes even more power than both the previous turbochargers.  

Its clear that even though we used a smaller Garrett GT3076R Hybrid turbocharger with a turbine and compressor wheel combination a lot smaller than the Precision 6262 - was able to make more power than the larger Precision 6262. A lot of people who were present during this test, and who heard about this test, could not believe the test results! Let me clarify something here the reason we used boost pressure of 1.2bar was simply that was all we could achieve on the pump fuel 95 octane in the tank. The most commonly used application is street use, and generally 1.2bar boost is the most street cars will run on pump fuel. (Depending ofcourse on engine compression, setup, tuning etc)

The turbine housing used was the same A/R 0.63 along with flange face on the inlet and 4 bolt outlet as the precision unit used, except it was a Genuine Garrett turbine housing. We used this so that no piping or exhaust modifications had to be made for this test.


The 6262 is a much larger turbocharger and should make much more power than the smaller Garrett GT3076R with 60-1 compressor wheel throughout the RPM range, especially at higher engine RPM considering the size of this engine, being a 6 cylinder. The fact that the Precision 6262 has a much larger compressor wheel which should outflow the GT3076 hybrid – should result in a better power reading.

The fact that the poor machining accuracy of the hybrid turbocharger still managed to produce more power throughout that entire engine RPM range, proves one thing – the critics and street racers are certainly correct in saying that the 60-1 compressor wheel is the boss!

Let this be an informative test proving quite simply that bigger is not always better, and that in this specific instance the Precision 6262 turbocharger tested against a much smaller Garrett GT3076 Hybrid failed to match the output of the smaller counterpart! The final result is much better boost response, better performance, and in the end for any application (drift, drag, street, rally) the GT3076R HYBRID turbocharger proves the one to beat.

Please note:- the results of the above test are indicative of an independent comparative test carried out by an unbiased tuning company, intended to research the best performance options for the specific vehicle tested. The intention of the test was not to identify or slander any product, and the results may differ on other test applications, however for the case identified, the results were conclusive and in no way tampered with.


Beware Before You Buy

There are a number of local companies in South Africa selling very low quality Chinese copies of the Genuine Garrett Product.

To Date these companies are unscrupulous in the prices they charge for these knock-offs. These companies are situated in a number of the Gauteng cities and sell these products as Garrett original products, and/or these products are labeled as Garrett products in the adverts found in the local magazines.

There are also companies who advertise that they are Garrett official Performance Distributors in the local media and on the internet, in South Africa -- these companies are selling you non official, or copy product -- DONT BE FOOLED -- these products are not the original items, and will not be liable for back-up service or warrantee claims.

TurboDirect S.A is the only official Garrett Performance and Piece Parts Distributor in South Africa, any other company advertising as such is doing so under false pretences! EXCLUSIVE RE-SELLERS WELCOME GEOGRAPHICAL AREA BASED

TurboDirect S.A have decided to set new standards and take back control of the Garrett Performance and Piece Part market! We have decided to promote the Genuine Garrett Performance Products along side with the Genuine Garrett Piece Parts - This promotion will continue indefinately until further notice.

Please have a look at the following prices on Original Garrett Performance Products aswell as Piece Part Products below:-

Turbine Shafts


Here is a picture of the Chinese shaft and its packaging -- easy to identify, no branding or english label on the box, usually supplied in a plastic bag, or polystyrene box as in the picture. This is a very low cost item with a very limited lifespan which is going to cost you money in the end.

Below is a picture of the two shafts next to eachother - Garrett shaft is clearly seen on the right of the picture as it is made from Inconel 713LC material which is known as a 'SUPER ALLOY' It is silver in colour even after heat treatment -- This material is an exotic material and requires specialized equipment and processes to cast the turbine head. The chinese turbine is made from a material called K418 -- this is a stainless steel with a thermal ceiling much lower than the Inconel part. The ductility (strength under rotational speeds combined with extreme heat) is much lower with the Chinese made part, and this is the reason that certain outlets in South Africa advertise the turbocharger with this wheel in as a low boost turbo only. Often companies will advertise a maximum of 1.0bar rating with their chinese knock off turbochargers, because they know that these wheels fail very easily.

Many customers as seen on web sites like www.hellopeter.com have purchased these products and the products have failed with no recourse or replacement from the company who sold the product to the customer. No warranty is given with the Chinese brand product what so ever, so beware when buying.

Notice the excessive grind marks on the nose of the Chinese turbine shaft -- this is a balancing grind, BUT what most people dont know is that due to a poor casting process and material choice the final product has casting defects and blow holes which will cause catastrophic failures, and these blow holes existant within the materials cause a large amount of imbalance in the casting and require heavy modification to bring the unit into balance -- Notice the Garrett product has a very small grind mark barely visible -- this is a quality piece made from a quality material in a controlled environment - worth spending the money on!

GT17 -- Turbine Shaft

GT17 -- Turbine Shaft

T4 Stage 2 Turbine Shaft

T4 Stage 3 Turbine Shaft

More Turbine Shafts coming soon -- Keep checking back here regularly for updates!

Compressor Wheels


Below is a picture of a Chinese compressor wheel, always supplied to you loose, or in an unbranded polystyrene box or plastic bag -- Let me explain, the Chinese products are once again are cast through an inferior process using the cheapest materials to maintain the lowest price. There are hundreds of companies in China who claim to be manufacturers, and in-turn have to compete against eachother for the business, price is always the first thing international clients ask about -- hense the need to choose materials that cost less to win the sale.

The next method of identifying a Chinese knock-off compressor wheel is the additional material (Lead) added to the wheel to bring it into balance. This is a completely incorrect method of balancing a high speed rotational part which is responsible for compressing air -- in School we learned that when air is compressed it heats up, as the air temperature increases, so does the temperature of the compressor wheel, and in-turn the lead added to the wheel nose. As lead heats up (lead has a much lower melting point than aluminium) the lead becomes soft and due to the centrifigual forces the lead is forced against the outter side of the hole it was inserted into, and eventually flies out of the wheel completely and th wheel looses its balance and causes a shaft break to excessive vibrations.

Below is a picture of the Genuine Garrett compressor wheel -- you will notice a visual difference in the quality of the material, aswell as the process used to balance the wheel by removing material as opposed to the above short cut.

STAY AWAY - YOU HAVE BEEN WARNED! TurboDirect S.A sell Genuine Garrett products -- the safety and reliability of the genuine article warrants paying the small financial difference from the poor quality knock-off wheel.

GT15 Comp Wheels

GT17 Comp Wheels

TB28 Comp Wheels

T04B Comp Wheels

60-1 and -17 Race Series Comp Wheels

The following compressor wheels are nothing that you have ever seen before, the blade design, cut-back and profile are totally diferent to the chinese knock-offs, and the overall weight of these wheels are 35% lighter than any other compressor wheel of similar size in existence today! The part number used in the picture is the same part number of the common wheel known as the 60-1 wheel for referrence purposes, you can expect up to 20% increases in overall power output and substantial boost responce gains from the use of these two compressor wheels. The -17 wheel measures 58mm x 76mm with a swept blade and 7.5 degree cut back. The 60-1 unit meaures 58.6mm x 76mm and utilizes a 7 blade design with a slight taper at the leadig edge tip, a special cut in your compressor housing is required for the use of this wheel.

Larger Frame Series Comp Wheels

Below part numbers on the ascociated boxes are used and displayed for referrence purposes. For a specificaiton of each wheel, please contact us.



Once again we have Chinese knock-off product in the form of a very important and often overlooked piece of the turbocharger package - The BackPlate, this item is responsible for hydrodynamic pressure sealing -- in short the backplate land as seen below, is part of the oil sealing system in the centre section of the turbocharger. If this is damaged the turbocharger will leak oil through the turbine housing, and the engine will smoke at idle. Over time the turbocharger will carbon up the inside of the heat shield and turbine housing and this will hinder performace and cause a failure of the rotating assembly.

Most of the Chinese knock-off backplates have incorrectly machined backplate lands and/or non existent lands, and the result is a smoking turbocharger -- the companies selling these items revoke any suggestion of a warranty, and often blame the smoking on other irrelevant issues E.G incorrect oil pressure, faulty lubrication system, inadequate oil drain etc.

T3 Backplate

T04B Backplate

T04E Backplate

Turbo Blankets


Turbo Blankets -- fact and fiction ... Do they work?? Are they functional?? Are they for looks only?? OK firstly the turbocharger is spooled up through the wasted energy that exits the exhaust system - Fact. What is energy? Friction is a form of energy, heat is another form of energy (although being a by-product of a prior force/reaction having caused this energy) A little more information for you - the spool up the turbine wheel is not only dependant on the air flow 'blowing against' the inducer of the turbine wheel, it relies on the heat exerted onto the face of the blades aswell -- the more heat that can be exerted onto the face of the blade, the more the blade will rotate. The Turbo Blanket is used to achieve 2 main things, 1) to reduce underbonnet temperatures, and 2) assist with turbocharger boost responce.

The Chinese have once again come to the party with inferior quality products and materials but a very attractive price. Here is the problem with the use of the Chinese inferior product -- this is a dire consequence! The inferior materials used by the knock-off products are flamable, and are not able to withstand the temperatures required for a reliable and safe application. Imagine your street car catching fire because of an inferior quality turbo blanket, firstly good luck with your insurance company, and good luck spending alot more money carrying out the same upgrades on your replacement vehicle IF your insurance company decides to pay out.

TurboDirect S.A supply only the best products, and all our turbo blankets are supplied with clear and consice fitting instructions and international temperature tested material certificates. Our blankets fit both the T3 and T4 family turbochargers, including the Garrett GT series units aswell.