Niles Nimmo

The Ford 6.4L Powerstroke is the only Powerstroke that left the factory with a compound, sequential twin-turbocharger setup, and that design confuses more mechanics than any other turbo system Ford ever built. When a 6.4L comes into the shop with a boost complaint, the first thing you have to nail down is which turbo you’re

If you wrench on late-model Super Duty trucks, the Ford 6.4L Powerstroke twin turbo system is either your best friend or your worst headache, and there is rarely an in-between. Ford’s compound turbocharger setup, built around a small high-pressure turbo and a larger low-pressure turbo working in series, made the 6.4L a torque monster when

If you turn wrenches on Ford 6.0L Powerstroke trucks, you already know the 6.0L Powerstroke turbo failure is one of the most common big-ticket repairs that rolls through the bay. The factory Garrett GT3782VA variable geometry turbo (VGT) is a clever piece of engineering, but the variable vane mechanism, the actuator, and the unison ring

If you run a Ford 6.0L Powerstroke, the turbocharger is the single component most likely to leave you stranded on the side of the highway. The factory Garrett GT3782VA variable geometry turbo (VGT) is a clever piece of engineering, but soot loading, sticky unison rings, and oil contamination make it one of the most common

If you’re chasing down a boost problem on a 150HP turbocharger, you already know the symptoms rarely announce themselves politely. One day the engine pulls clean, the next you’ve got a lazy throttle response, a smoke trail, and a check engine light that won’t quit. The 150HP turbo, found across a huge swath of VW-Audi

If you run a 121HP diesel, whether it’s powering a Fiat Ducato, an Iveco Daily, or a piece of light commercial equipment, the turbocharger is the single component that separates a strong, fuel-efficient engine from a sluggish, smoke-belching liability. The 121HP turbocharger sits in a sweet spot: small enough to spool fast, but worked hard