Niles Nimmo

The 2017 Duramax L5P didn’t just bump horsepower numbers, it rewrote the turbocharger playbook that GM had been running since the LB7 days. For the first time in Duramax history, the engine arrived with a Garrett GT37-series variable geometry turbo controlled by a fully electronic actuator and tighter emissions calibration than anything before it. If

If you run an ‘07.5 to ’10 GMC or Chevy with the 6.6L LMM Duramax, the variable geometry actuator on your Garrett GT3788VA turbocharger is the single most likely component to leave you stranded with a P003A, P0046, or P2563 code. The LMM turbo is a workhorse, but the electronic vane actuator that controls boost

The Cummins QSB is one of the most versatile diesel platforms ever built, and the turbocharger bolted to it is doing serious work whether that block is sitting in a sportfishing boat, a wheel loader, or a 60-foot scissor lift. If you run QSB-powered equipment, understanding which Holset turbo is on your engine, how it

If you run a Cummins ISM, you already know the turbo is the heart of how this 10.8L workhorse makes power. The ISM has powered everything from Class 8 highway tractors to fire trucks and motorcoaches since the late 1990s, and across its production life it ran two very different turbocharger philosophies: the fixed-geometry Holset

The Cummins ISL turbocharger question lands on our bench almost every week: which Holset unit actually belongs on a transit bus, a medium-duty box truck, or a vocational chassis running an ISL? For the vast majority of 8.9L ISL platforms built from the mid-2000s onward, the answer is the Holset HE400WG, a wastegated fixed-geometry charger