BorgWarner AirWerks Turbocharger Guide: Performance Diesel Application Reference

This BorgWarner AirWerks turbocharger guide covers the S200, S300, S400 and S500 performance frames. It explains how the model names read, which wheels and bearings each version carries, and how to size one for a diesel by airflow rather than by someone else’s dyno sheet. AirWerks is BorgWarner’s performance aftermarket line, but the same frame names also appear on factory turbos for work engines, and mixing the two up is a common ordering mistake. PT Turbo is family-owned, has rebuilt turbochargers for more than 45 years, and based this reference on BorgWarner’s published data.

How to Read an AirWerks Model Name

An AirWerks name tells you three things: the frame, the compressor inducer and the version. In an S366SX-E, “S3” is the S300 frame, “66” is the compressor inducer in millimeters (66.1 mm on BorgWarner’s sheet), and “SX-E” is the version. The turbine wheel is not in the name. It is specified separately, so two turbos with the same S-number can carry different turbine wheels and housings.

• SX: the base performance version. Most SX turbos use a cast compressor wheel. The 360-degree thrust bearing is an upgrade kit, not standard.
• SX3: offered on the S300 and S400 frames. The 360-degree thrust bearing is again an upgrade kit. On the S400 frame, “SX3” covers more than one inducer (71.08 and 74.56 mm per BorgWarner).
• SX4: the S400-frame version with the larger T6 turbine flange.
• SX-E: a forged milled (“billet”) compressor wheel. The S200SX-E and S300SX-E also get a redesigned compressor housing. BorgWarner lists the 360-degree thrust bearing as standard on the S300 and S400 SX-E. The S200SX-E adds a speed sensor port, but its sheet lists no 360-degree thrust bearing.

A few names trip people up:

• The S366 and S369 have the same compressor wheel outer diameter. Only the inducer differs, and the two share the oil inlet size and the rebuild kit.
• The S360 is sold only as an S360SX. There is no SX-E version.
• The S257 is an S200-frame turbo with a 57 mm inducer. It is not a frame between the S200 and S300.

The frame names are not unique to AirWerks, so check what kind of turbo you have before ordering:

• Factory BorgWarner S200 turbochargers run on most ratings of the Caterpillar 3116, 3126 and C7.
• Factory BorgWarner S300 turbochargers include the variable geometry S300V on the 2004-2006 International DT466.
• Later John Deere PowerTech engines use BorgWarner S300BV turbochargers with an electronic actuator.
• BorgWarner S400 turbochargers are the usual replacement on the Detroit Series 60.

Those factory turbos are replaced by the number on the tag, never by an AirWerks unit chosen by frame name.

BorgWarner part numbers have six digits on older S-series units or eleven on newer ones, never seven. The nameplate with the part and serial number sits on the compressor housing. Casting numbers only narrow a search, because one casting serves many turbos.

AirWerks Frame-by-Frame Reference

The table uses BorgWarner’s published ranges. The power figures are BorgWarner’s ratings for the turbo across all uses. They do not tell you what a particular truck will make with one bolted on.

Frame	Versions	Compressor inducer	Turbine wheel	BorgWarner rating	360-degree thrust bearing	PT Turbo catalog
S200	SX, SX-E	46-57 mm	About 70 mm	220-650 hp	Not listed on the S200SX-E	No AirWerks listing; call
S300	SX, SX3, SX-E	57-72 mm	76 or 80 mm	SX3 320-800 hp; SX-E 320-1,000 hp	Kit on SX / SX3; standard on SX-E	No AirWerks listing; call
S400	SX, SX3, SX4, SX-E	About 67-88 mm	83-87 mm	400-1,575 hp	Kit on SX / SX3; standard on SX-E	BorgWarner S400SX turbochargers, partial turbos and CHRAs; one S400SX-E
BorgWarner S500	SX-E	See BorgWarner’s sheet	See BorgWarner’s sheet	900-1,875 hp	See BorgWarner’s sheet	No AirWerks listing; call

S300 Frame Sizes

BorgWarner gives these S300 inducers: S362 61.4 mm, S363 63.0 mm, S364 64.5 mm, S366 66.1 mm, S369 69.0 mm and S372 72.0 mm.

• The S363SX-E pairs an 87.4 mm compressor wheel with a 76 mm turbine wheel. An 80 mm turbine version also exists.
• The S366SX-E uses a 91.4 mm compressor wheel and an 80 mm turbine.
• T4 turbine housings come in 0.88, 0.91 and 1.00 A/R.
• The 0.80 A/R housing is a T3-flange part for the S300GX, so check your manifold flange before ordering one.

S400 Frame Sizes and Turbine Flanges

The S400 frame starts at about 67 mm. Below that is S300 territory.

• S467: 67.7 mm, listed as an S400SX on BorgWarner’s datasheet.
• S472: 71.1 or 72.0 mm, depending on version. The S472SX-E uses a 96 mm compressor wheel and an 87.4 mm turbine, rated by BorgWarner at 500 to 1,100 hp.
• S475: 74.6 mm, with a 100 mm compressor wheel.
• S480: 80.3 mm, with a 110 mm wheel.
• S483: 82.2 mm.

S400 turbine housings come on two flanges:

• T4 (82.55 x 69.85 mm bolt spacing): 0.90, 1.00, 1.10 and 1.25 A/R.
• T6: 1.15, 1.32, 1.45 and 1.58 A/R. The SX4 is the T6 version.

Sizing an AirWerks Turbo for a Diesel Build

Size the compressor from airflow. Garrett’s example gives a rule of thumb for a diesel of about 0.11 to 0.14 lb/min of air per horsepower. A build aimed at 600 hp therefore needs roughly 66 to 84 lb/min (600 x 0.11 and 600 x 0.14). Plot that flow at your planned pressure ratio on the compressor maps published at borgwarner.com. Pick the wheel that keeps your operating points in the efficient middle of the map.

Pressure ratio is absolute outlet pressure divided by absolute inlet pressure, so altitude matters. Standard atmosphere is 14.7 psi at sea level and 12.2 psi at 5,000 ft. The same gauge boost is a higher pressure ratio up the hill, and the compressor works harder to make it.

A compressor that is too big has its own cost. Compressor surge comes from a compressor too large for the engine’s airflow. It happens mostly under load, on the low-flow side of the map, and Garrett notes that lasting surge loads the thrust bearing heavily. That is why a big-inducer S400 that suits a high-rpm build can make a poor towing turbo on the same engine.

On the turbine side, a smaller A/R housing spools the turbo sooner but raises drive pressure. A larger one lowers drive pressure but moves spool higher in the rpm range. A drive-to-boost ratio near 1:1 is efficient, though stock diesels often run higher by design.

Watch exhaust temperature before the turbo too. Diesel EGT climbs with more fuel or less air. The usual towing guidance is never to exceed about 1,250 F before the turbo, and not to hold 1,200 to 1,250 F for long.

Build goal	What to favor	What to watch
Towing and heavy hauling	A smaller inducer within the frame and a turbine housing that lights the turbo early	Pre-turbo EGT, drive-to-boost ratio, surge under load
High-rpm power	A larger inducer and a larger turbine A/R for flow at the top	Lag and surge low in the rpm range; fueling matched to airflow
Compound (two turbos in series)	A large low-pressure turbo feeding a smaller high-pressure turbo, matched as a pair	Debris travels downstream: low-pressure compressor pieces go into the high-pressure compressor, and high-pressure turbine pieces go into the low-pressure turbine
Replacing a factory S-series turbo	The factory part number, not an AirWerks unit	The tag number; some factory S300 units are variable geometry

One fitment note: on Cummins ISB, ISC and ISX engines, an S300 or S400 is always an aftermarket upgrade, never the factory turbo. The swap needs the correct turbine flange, oil feed, drain and charge piping for that engine.

Oil Supply, Installation and First Start

The S200SX-E and S300SX-E are journal bearing turbos. BorgWarner’s ball bearing performance line is the EFR. That difference matters for the oil feed:

• Garrett’s guidance is that journal bearing turbos generally need no oil restrictor. Restrictors belong to ball bearing turbos.
• Every EFR already has its own restrictor built in, and BorgWarner says no additional restriction should be used.

Garrett states that more than 90 percent of turbo failures come from oil starvation or oil contamination. Give the plumbing the same care as the turbo choice:

• Fit a new oil feed line rather than reusing the old one, and always after a bearing failure or coked oil.
• Run the drain downhill, within about 15 to 20 degrees of straight down, into the pan above the oil level. A restricted drain backs oil past the seals at both ends.
• Use no sealant on the oil inlet or drain gaskets.
• Fit charge-air boots clean and dry, with the clamp behind the bead. Lubricant lets a boot blow off.
• If the old turbo shed compressor wheel metal, replace the intercooler. MAHLE’s guidance is that metal in the fins cannot be flushed out reliably.

For the first start:

1. Fill the oil inlet with clean engine oil and turn the wheel by hand.
2. Crank for 10 to 15 seconds without starting, using the engine maker’s procedure to keep the engine from firing.
3. Idle 3 to 4 minutes and check for oil, exhaust and air leaks before putting load on it.

A turbo needs no break-in period.

When you check a used AirWerks turbo, some side-to-side rock at the wheel is normal on a journal bearing unit, and a small amount of axial play is always present. Condemn it for in-and-out play you can feel, a wheel that touches its housing, or play beyond BorgWarner’s limit for that model.

AirWerks Parts and Rebuilds at PT Turbo

In the AirWerks line, our catalog lists S400-frame units only:

• Complete S400SX turbos: 176806, 177101 and 177248.
• Complete S400SX-E: 14969880029.
• Partial S400SX turbos: 178781, 179172, 179175, 179179 and 179352.
• S400SX CHRAs: 178782 and 179183.

Current pricing is on each product page, or call (909) 824-1020. For S200, S300 or other AirWerks sizes, call or use our contact form.

For factory BorgWarner turbos, search our catalog by the number on the tag. Our remanufactured turbochargers include BorgWarner units for the Caterpillar 3126 and C7 and the John Deere 6068H. For more on factory fitment, see our BorgWarner fitment guide, the Caterpillar C9 S310 guide and the Detroit Series 60 guide.

If your AirWerks turbo needs bearings and seals, send it to our in-house turbo rebuild service in San Bernardino. Here is how it works:

• We inspect the turbo and confirm the price before any work starts. See the rebuild price list for current rates.
• Every rebuild is VSR balanced and gets a final quality inspection.
• Most rebuilds ship in 3 days or less.
• Our warranty is 12 months with unlimited mileage.

Frequently Asked Questions

Are BorgWarner AirWerks turbos ball bearing?

The S200SX-E and S300SX-E are journal bearing turbos. BorgWarner’s ball bearing performance line is the EFR, which uses dual ceramic ball bearings and has its own built-in oil restrictor. A journal bearing AirWerks unit normally runs without a restrictor.

What do the numbers in an AirWerks name mean?

The first digit after the S is the frame (S3 is the S300), and the last two digits are the compressor inducer in millimeters. The turbine wheel and housing are specified separately. For example, the S366 and S369 share a compressor wheel outer diameter and differ only in the inducer.

Can PT Turbo rebuild my AirWerks turbo?

Yes. Send it to our in-house rebuild service, where we inspect it and confirm the price before starting. Every rebuild is VSR balanced and gets a final quality inspection, and most rebuilds ship in 3 days or less.