High Tech Turbo

Hands down! the most advanced turbo technology your money can buy. High Tech Turbo provides the winning edge to your Dodge truck! With our line of turbo chargers that are backed with many awards and recognition throughout the racing industry. Baja 1000, Pro Street and Weekend on Edge proved that High Tech Turbo performance products are 100% drag, race and endurance tested. This is the "golden nugget" everyone is talking about. The unique thermal properties of this stainless housing allows much faster spool-up. The result is you can run a larger turbo with all the benefits of increased air flow with low EGTS & great power without the surging and slow spool-up. This new design has re-written the book on big single turbos!!

High Tech Turbo is proud to announce the new High Tech Series. High Tech Turbo's unique partnership with Borg Warner Turbo Systems prompts the evolution of our product line for 1991-2006 Dodge Cummins engines (adaptable to 1988-90 also). Along with Borg Warner’s race proven large shaft and our High Tech bearing system these turbos combine the many improvements we have made since the inception of the HTB2 turbo line:

  • Improved oil drain tube clearance.
  • Twin-ported wastegate now provides up to 50% more wastegate flow. This results in better boost control for single turbo applications as well as twin setups.
  • Adjustable boost pressure regulators utilize higher spring rates supporting higher pressures. These actuators employ our new "Easy-Adjust" feature.


Turbo Upgrade Guidelines

Turbochargers are matched to an engine size and its most used RPM range. Putting on a bigger turbo doesn’t mean the engine will perform better – it will likely perform worse (unless the turbo was mismatched from the beginning). Increasing boost doesn’t necessarily equate to more horsepower. Smaller turbine housings and wheels can increase your boost pressure but at some point the backpressure will hold back performance. There are tradeoffs to consider. There are two BASIC changes you can make to a turbocharger depending on your ENGINE’S requirements … Turbine housing A/R and compressor size.

TURBINE CHANGES

One basic change that can be made to alter performance on any turbocharged engine is to change the turbine housing size (A/R ratio). Generally, the smaller the housing (A/R ratio), the earlier (in RPM) the turbo will begin to boost. A smaller housing will often provide more power in the "torque range" and also equate to less "turbo lag".) The smaller the housing, the greater boost potential to a point though there is always a concern about excessive exhaust restriction. Larger turbine housings will allow increased high RPM engine breathing due to decreased exhaust restriction. Ultimately larger housings will allow for greater horsepower though the boost will come in later in the engine’s RPM range. Larger housings often provide lower exhaust temps. There are two BASIC changes you can make to a turbocharger depending on your ENGINE’S requirements … Turbine housing A/R and compressor size.

COMPRESSOR CHANGES

By itself, changing the compressor side often won’t help performance unless the ENGINE has been modified to require more air. These modifications can include anything that might, 1) increase the RPM potential, 2) increase fuel need and delivery, 3) major timing changes, 4) camshaft change, 5) performance computer chips, 6) exhaust changes, air intake changes, head porting or any other modifications that can also benefit from increased compressor flow. Any engine that requires increased fuel delivery for any reason also needs more air. Most often these changes to the engine require a compressor size increase to increase the flow volume. Very minor changes to compressor characteristics might be accomplished by changing to a different compressor wheel style (as on Ford Powerstroke diesels) but most often you must change the compressor wheel and housing in order to increase flow. Engines that require more compressor volume will often exhibit a surging feeling and some associated noise. Just as adding more fuel or advancing the timing won’t offer greater performance, installing too large a compressor won’t you offer any performance gain either. There are two BASIC changes you can make to a turbocharger depending on your ENGINE’S requirements … Turbine housing A/R and compressor size.

Potential turbo modifications require you to take into account current and future engine modifications as well as where you want most of your power for the way you drive.


Common Concerns and Questions:

How much boost will this upgrade give me?

Changing to smaller or larger turbine housings will likely increase or decrease boost pressure, but many things determine boost including: timing, fuel delivery, inlet restriction, exhaust restriction, and many other factors other than the turbo itself. So nobody can really make accurate boost claims. Changing compressor housings may or may not change boost pressure. If you have too large or small a compressor for your engine’s needs, the increase in efficiency of a properly sized compressor and MIGHT allow for increased boost. Boost isn’t directly related to horsepower. A well-matched turbo for your driving conditions is what you’re looking for. Consider where you want your power. For low-end response you want a smaller housing but smaller housings will choke-off top-end power. If you don’t care about low-end response but wants maximum horsepower then a larger housing will be what is needed.

How much boost do I need?

Once again, every engine is different.
Dodge Cummins engines might be able to handle 50 plus pounds of boost without major modification but high boost pressures might also simply be an indication of exhaust backpressure. High boost pressures might not mean more power. They might point toward the need for a larger turbine housing. But many people are willing to sacrifice some top-end horsepower potential on the dyno in order to have great throttle response and driveability. It is important to keep in mind that boost is in direct relation to turbine speed and all turbines have a "rated maximum speed" before wheel exposion becomes likely. This WILL happen to the "strongest" turbo. Automotive applications usually run between 5 to 15 pounds boost. More boost more often results in potential harm to the engine (blown head gaskets, detonation or worse) than benefits gained. If you have built your engine with a very strong bottom end, uses low compression forged pistons and wants to o-ring his heads, and use aviation fuel then you can get away with 20 pounds of boost or more without trouble.

I want the biggest turbo available !!!

Too often consumers expect a larger turbo to make more power by itself. But if you install an HX40W (for example) on a stock 215 horsepower HX35W equipped engine, this engine will perform poorly. HX40W turbos are used on engines pushing over 350 hp. Now, if you have changed to a free-flowing intake system and installed a 4" exhaust system, installed 370 HP injectors, and changed the injection pump or added a 350+ HP performance chip … then, YES, you need larger turbo. You should then pick the appropriate size compressor to match your air flow requirements and then choose a turbine housing in accordance with the amount of low-end response you expect.

*The advantage to a hybrid turbo is that the turbine wheel has less mass so it spools up quicker.


Stage I with a 12cm2 turbine is best for most "daily driver", low-end performance trucks - 245-300 hp. Stage II upgrades with a 14cm2 "quickspool" housing match up well for approx. 300-350 hp engines. A stage II upgrade is a pretty good compromise for low-end performance along with horespower potential. Stage III upgrades or HX40W turbos with 16cm2 turbine housings meet the performance potential of 350-420 hp engines. HTB2 and High Tech Series 71 upgrades meet the performance potential of 350-675 hp engines depending upon compressor and turbine housing choices.