Niles Nimmo

The Garrett GT3776VA Turbocharger is the factory single variable-geometry unit bolted to the valley of every 2011 through 2014 Ford 6.7L Powerstroke, and understanding how it works is the difference between a $300 fix and a $2,500 replacement. This turbo introduced Ford to the world of Garrett’s dual-compressor-wheel design paired with a variable nozzle turbine,

The Holset HX30 Turbocharger is one of the most versatile fixed-geometry chargers Cummins ever bolted to a small block B-series engine, and it remains a go-to unit for 3.9L 4BT and early 5.9L 6BT applications where response and durability matter more than peak horsepower. If you run a bread truck, a repowered project, a marine

The Holset HE400WG Turbocharger is the wastegated workhorse behind millions of miles on Cummins ISL and ISC medium-duty engines, and if you run these platforms in vocational trucks, buses, RVs, or heavy equipment, you already know how much rides on getting the boost control right. This unit replaced older fixed-geometry Holset designs on many mid-range

The Holset HE451VE Turbocharger is the factory variable-geometry turbo fitted to the high-output Cummins ISX15, and it is one of the most demanding turbo applications in the Class 8 world. Built to move serious airflow behind a 15-liter engine making up to 600 horsepower, the HE451VE combines a large 88mm-class compressor wheel with Holset’s sliding-nozzle

The Holset HE341VE Turbocharger is one of the more misunderstood units in the 5.9L Cummins family, largely because it sits between the well-known fixed-geometry HX35/HY35 chargers and the later variable-geometry HE351VE found on 6.7L engines. If you run a mid-range Cummins ISB or ISBe application and you are chasing a boost problem, a whistle, or