In Part One of this two-part series we started checking out the specs of
thirteen second-hand Japanese-import turbochargers. Now we’ll examine the
remaining six turbos and look at pricing.
Meet the Turbos (Cont.)...
Toyota CT26 (7M-GTE Supra)
One of the most potent turbochargers in the Japanese-import market is the
CT26 from the Toyota 7M-GTE. This engine comes fitted to the MA70 Toyota
Supra.
The 7M-GTE is factory rated at 179kW and is commonly tweaked to more than 230kW with the standard turbo. Some owners push the engines to around
300kW with the turbo custom modified to ‘high flow’ specs.
The power potential of this turbo is huge.
Released in the late ‘80s, the CT26 turbo is recent enough to use a
water-cooled centre core – a factor that contributes to its renowned
reliability. The Supra’s compressor inlet is a gigantic 72mm diameter and the
compressor discharge nozzle is 57mm. Both use a slip-on hose fitting. On the
exhaust side, gasses pass through a 60mm diameter turbine passage and the
mounting flange is 106 x 87mm. The exhaust manifold and dump pipe are attached
with 4 bolts.
Note that the CT26 turbo was released in various different guises to suit
everything from the 3S-GTE powered Celica GT4/MR-2 to the turbo-diesel
LandCruiser. The CT26 fitted to the 3S-GTE 2.0 litre engine is easily identified
by its twin-entry turbine housing.
Toyota CT20 (1JZ-GTE VVT-i Single Turbo)
The late-model Toyota 1JZ-GTE engine is very different to the earlier
versions that most people recognise. While the early 1JZ uses a pair of compact
turbochargers, the later version employs VVT-i technology and a large-capacity
CT20 single turbo.
This is one of the sweetest Japanese import turbochargers you’ll stumble
across.
The 1JZ-GTE is rated at the Japanese-regulation 206kW output and, looking at
the physical size of the compressor and turbine, we guess this turbocharger can
crank a massive 250kW without problems. The only limitation is the strength of
its ceramic turbine wheel. As far as we can determine, this turbocharger uses a
conventional-style centre bearing with water cooling.
The compressor inlet to this turbo measures 57mm diameter and the discharge
nozzle (which uses a 2 bolt flange) is 45mm. The turbine passage is 48mm
diameter and the mounting flange is 74 x 98mm. Four bolts connect the exhaust
manifold to the turbine and five bolts are necessary for the dump pipe.
The 1JZ-GTE VVT-i CT20 is a fantastic, late-model turbocharger for big power
applications.
Note there are a few smaller turbochargers available in the CT-series. CT8,
CT9, CT10 and CT12s are found on everything from Starlet turbo engines to Supra
RZ twin-turbos.
HT18 (Mazda 12A Turbo)
The first turbocharged version of the Mazda rotary engine employs this
particular turbo – a Hitachi HT18.
In factory guise, the non-intercooled 12A turbo produces 121kW at 6000 rpm.
Standard boost pressure is around 6 psi. From a Do-It-Yourself perspective, the
HT18 turbo can be used on piston engines displacing up to about 1.6 litres and
generating less than 150kW. Note that this is a pretty old turbocharger, so it
isn’t water-cooled.
The HT-18 compressor inlet measures 60mm diameter and the discharge nozzle is
53mm. On the exhaust side, the turbine passage is 59 x 46mm and the mounting
flange is 108 x 69mm. Four bolts connect to the exhaust manifold and five bolts
attach the dump pipe.
This turbo is an aging design – we suggest chasing something more modern.
TC05-12A (Mitsubishi G63B)
Also from the early ‘80s is the TC05-12A turbocharger as used on the 2.0
litre G63B powered Mitsubishi Starion.
In standard form, the G63B turbo engine makes anywhere from 110kW to 125kW -
depending on spec and market. We’d be comfortable using the TC06-12A for up to
150kW but, again, this turbo is only air-cooled so don’t expect tremendous
durability.
The compressor inlet is 53mm diameter and the discharge nozzle is flared to
around 54mm. The turbine passage is 46mm diameter and the 4 bolt mounting flange
measures a 99 x 77mm. The dump pipe is a simple 3 bolter.
This might be a bolt-on for some Mitsubishi engines, but be aware that it
another aging design.
TD05H ‘14G’ (4G63 Mitsubishi Galant VR4)
There are a variations of the TD05 series turbocharger – the Mitsubishi
Galant VR4 (non Evo or RS) uses one of the smallest.
The VR4’s TD05H is commonly known as the ‘14G’ and, in Japanese form, is used
to generate 151kW. Tuners around the world have tweaked the VR4’s 4G63 engine to
well over 200kW, though reliability suffers near this level. This turbo is
water-cooled but it is notorious for cracking at various points in the turbine
housing. Check this out carefully before handing over any money.
The TD05H 14G uses a compressor inlet of 54mm and the end of the outlet pipe
(which is bolted on) measures 50mm. The VR4’s relatively small 0.50 exhaust
housing uses an 82 x 92mm mounting flange. The exhaust manifold and dump pipe
attached with 4 bolts.
This is a good, streetable turbocharger for applications best below 200kW.
There are also plenty of rebuild and ‘high flow’ parts available to suit.
TD04HL (4G63 Mitsubishi RVR)
Like the Galant VR4, the Japanese-market Mitsubishi RVR sports wagon is
powered by a 4G63 engine. In the RVR, however, the engine is essentially
Evolution-spec.
The RVR engine is listed with a healthy 169kW but, curiously, it employs a
smaller turbo than the less powerful VR4 engine. The RVR uses a little TD04HL,
which is quick to spool up but has limited scope for extra power. We’d be
reluctant to run this turbo past 190kW. The turbo core is water-cooled.
The compressor inlet on the TD04HL is 54mm diameter and the discharge nozzle
is approximately 50mm diameter. The 4 bolt turbine mounting flange appears
identical to the VR4’s at 82 x 92mm. The turbine housing is also marked with a
0.50 A/R ratio, while the dump pipe requires 5 bolts.
This turbo is a good choice for 1.6 – 1.8 litre turbo engine with basic mods.
Specs at a Glance...
Here are the main specs of our thirteen sampled turbochargers...
Turbocharger
|
Factory Power Output
|
Other Comments
|
|
IHI RHB31 |
47kW |
Water-cooled |
|
Garrett T2 |
86kW |
Early versions air-cooled, later versions water-cooled |
|
RB26DETT (T28 style) |
103kW |
Water-cooled, ceramic turbine |
|
IHI RHB5 VJ11 |
108kW |
Water-cooled |
|
G63B TD05-12A |
110 – 125kW |
Air-cooled |
|
12A HT18 |
121kW |
Air-cooled |
|
VR4-spec TD05H 14G |
151kW |
Water-cooled |
|
IHI RHF5 VJ26 |
154kW |
Water-cooled, roller bearing |
|
RVR TD05HL |
169kW |
Water-cooled |
|
7M-GTE-spec Toyota CT26 |
179kW |
Water-cooled |
|
VG30DET (T3 style) |
187kW |
Water-cooled, ceramic turbine |
|
RB25DET (T3 style) |
187kW |
Water-cooled, ceramic turbine, roller bearing |
|
Toyota CT20 |
206kW |
Water-cooled, ceramic turbine |
Prices?
The turbochargers detailed in this article were obtained from Adelaide
Japanese Dismantlers. AJD has a pretty simple pricing structure for their
second-hand turbochargers – they’re all AUD$450 – $500 and come with a
‘start-up’ warranty.
But there are some exceptions.
Due to demand, RB25DET Skyline turbochargers (as sampled) sell for around
AUD$750 and you can expect to pay a similar amount for the CT20 turbo from the
1JZ-GTE VVT-i. On the other hand, the tiny RHB31 turbocharger sells for
AUD$350.
Note that prices frequently vary and it’s worth contacting Adelaide Japanese
Dismantlers for the latest up-to-date price on any turbo.
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