Power Stroke Turbo Rebuild Service

Need Your Power Stroke Turbo Rebuilt?

Nationwide mail-in service. 12-month unlimited mileage warranty. In-house CIMAT VSR balancing on every rebuild.

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Real Failures We See
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PT Turbo rebuilds and remanufactures Power Stroke turbochargers in-house at our San Bernardino, CA shop. Every unit goes through a full teardown, OEM-spec or better parts replacement, CIMAT VSR balancing, and final quality inspection before it ships back — backed by a 12-month unlimited mileage warranty and nationwide mail-in service.

Best For

Ford F-250/F-350 Super Duty trucks
6.0L, 6.4L, 6.7L and 7.3L Power Stroke engines
Fleet service trucks

Shop Power Stroke turbochargers in stock at PT Turbo →

About Power Stroke Turbocharger Rebuilds

PT Turbo rebuilds Power Stroke turbochargers for Ford Super Duty owners, independent diesel shops, and fleet operators who need their trucks back on the road without the price tag of a brand-new factory unit. We disassemble each turbo down to the bare housings, clean and inspect every component, and rebuild it to OEM spec with new bearings, seals, thrust assemblies, and a balanced CHRA. Whether you run a single farm truck or a yard full of service vehicles, we treat your core like it is going back on our own truck.

Rebuilding is almost always the smarter move on a Power Stroke. The factory castings, VGT housings, and electronic actuators on a 6.0L, 6.4L, or 6.7L are expensive and frequently in good shape even when the turbo has failed. The actual point of failure is usually the bearing system, the seals, or carbon-locked variable geometry, all of which we restore for a fraction of the cost of a complete new assembly. You keep your matched core and get a unit that meets or beats original performance.

Common Power Stroke Applications

Ford Super Duty Pickups

F-250 Super Duty, all Power Stroke years
F-350 Super Duty, single and dual rear wheel
Crew cab, extended cab, and regular cab configurations
4×4 and 2WD towing and hauling setups

Power Stroke Engine Families

7.3L Power Stroke with the Garrett TP38 and GTP38 fixed-geometry turbo
6.0L Power Stroke with the Garrett GT3782VA variable geometry turbo
6.4L Power Stroke compound high-pressure and low-pressure BorgWarner turbos
6.7L Power Stroke with the single-sequential variable geometry turbo

Fleet and Commercial Service Trucks

Utility and service body F-350 work trucks
Flatbed and dump configurations on Super Duty chassis
Municipal and contractor fleet vehicles running high idle and PTO loads
High-mileage delivery and tow trucks needing fast turnaround

Common Power Stroke Turbocharger Symptoms

Excessive shaft play, you can feel the compressor wheel touching the housing or hear it rattling on spool-up
Engine oil leaking into the intake or exhaust, often showing as wet boots or soaked CAC piping on a 6.0L
High-pitched whining, whistling, or siren noise that changes with engine load
VGT vanes or unison ring sticking, causing surging, hesitation, and erratic boost on the 6.0L and 6.7L
Low boost and sluggish throttle response, frequently triggered by a stuck-open variable geometry mechanism
Overboost codes and limp mode from a stuck-closed VGT or a failing actuator
Blue or gray smoke under hard acceleration from worn turbine and compressor seals
Bearing failure with metal contamination, often after coolant or oil starvation events

Real Power Stroke Failures We See in Our Shop

On 6.0L units we frequently see the Garrett GT3782VA variable vane assembly carbon-lock from soot and EGR contamination, jamming the unison ring so the vanes no longer sweep and the truck either falls on its face or throws overboost codes.
On 6.4L compound setups we regularly find the small high-pressure turbo destroyed from over-speed and thrust load, with bits of the shredded compressor or turbine wheel migrating into and damaging the large low-pressure turbo downstream.
On 6.7L turbos we see the electronic VGT actuator and the variable nozzle sticking from baked-on soot, plus bearing damage from owners who shut the engine down hot without letting oil flow cool the center section.
On 7.3L turbos we commonly see worn turbine-side seals and bearings dumping oil into the exhaust, along with cracked or stripped pedestal and exhaust back pressure components on early units.
Across all Power Stroke platforms we see bearing and journal failure traced back to extended oil change intervals and the fine soot loading typical of stop-and-go fleet duty.
On tuned and deleted trucks we see compressor wheel over-speed cracking and thrust bearing wash-out from aggressive fueling that pushes the factory turbo past its rated shaft speed.

Frequently Asked Questions

Can my Power Stroke turbocharger actually be rebuilt?

In the large majority of cases, yes. As long as the housings and VGT components are not cracked or grossly damaged, we restore the bearing system, seals, and rotating assembly to spec.

Do you need the whole turbo or just the core?

We prefer the complete unit so we can inspect and service the VGT housing, actuator, and turbine housing together, but we can work from a bare core in many cases. Send what you have and we will tell you what we need.

Is rebuilding cheaper than buying a replacement?

Almost always. You keep your matched core and electronics, and a rebuild typically costs a fraction of a new factory or aftermarket assembly.

Do you balance the turbo after rebuilding?

Yes. Every rotating assembly we rebuild is balanced so it runs smooth at full shaft speed with no vibration or premature bearing wear.

Do you accept nationwide mail-in turbos?

We do. Customers and shops across the country ship us their cores, and we turn them around and send them straight back.

What happens if my turbo is too damaged to rebuild?

If a housing is cracked beyond use or a wheel has contacted and destroyed the bore, we will tell you up front and source a replacement core or unit instead of charging you for a rebuild that will not last.

What is the difference between the 6.0L and 6.4L Power Stroke turbo setup?

The 6.0L uses a single Garrett variable geometry turbo, while the 6.4L runs a compound system with a small high-pressure and a large low-pressure turbo working in series. The 6.4L rebuild involves matching both turbos so they spool correctly together.

Why does my 6.0L Power Stroke keep losing boost and surging?

That is almost always the variable vane mechanism carbon-locking from soot, which keeps the vanes from moving freely. We clean, free up, and restore the VGT assembly so it sweeps properly again.

How long should a rebuilt Power Stroke turbo last?

A properly rebuilt and balanced unit will run as long as the original when paired with clean oil, on-time service intervals, and a proper cool-down before shutdown.

How to Identify Your Power Stroke Turbo

The identification tag is typically located on the compressor housing, bearing housing, or center section of the turbocharger. It usually lists the model number, assembly number, and serial number. If you’re not sure which Power Stroke model you have, send PT Turbo a photo of the tag and we’ll help identify it before you ship anything.

PT Turbo Warranty

12-month, unlimited mileage warranty against defects in parts and workmanship
Final quality inspection on every rebuild: leak test, visual inspection, actuator or wastegate function check
In-house CIMAT VSR balancing with a balance report included
Nationwide mail-in service — you don’t need to be local

Why Customers Choose PT Turbo

Rebuilding turbochargers, including Power Stroke, since 1978
In-house CIMAT VSR balancing on every unit, not outsourced
Full housing sandblasting and OEM-spec or better parts replacement
Inspect first, quote before work begins — no surprise charges
Nationwide mail-in service from our San Bernardino, CA shop

PT Turbo Inspection Process

Every turbocharger goes through the same evaluation before any work begins:

Initial evaluationcompressor wheel, turbine wheel, shaft, bearing housing, VGT assembly (if equipped), actuator, and seal surfaces are checked first.
Complete disassemblythe turbocharger is fully torn down and every major component is inspected individually.
Cleaningcomponents are cleaned to remove carbon, oil residue, rust, and contamination.
Measurementcritical tolerances are measured against OEM specification.
Reassemblyrebuilt using new wear components matched to your specific model.
CIMAT VSR balancingthe rotating assembly is balanced in-house, with a balance report included.
Final inspectionleak test, visual inspection, and actuator or wastegate function check before shipment.

No work begins without your approval. You receive a quote after inspection, not before.

Pricing

Most rebuilds require inspection before final pricing. Standard rebuild pricing depends on the turbo model, parts availability, wheel condition, shaft condition, housing damage, and whether upgrades are requested. PT Turbo inspects every turbo and sends a quote before any work begins — no surprise charges.

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