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Turbocharger Repairs

Here at GCG Turbochargers Australia Pty Ltd we pride ourselves on having the BEST turbocharger overhaul premises in Australia.

This is related to every job our workshop produces, and the quality and attention to detail is second to none. Our technicians have over 100 years combined experiences in rebuilding, custom building and fault diagnosing turbochargers from all manufacturers around the world. Our work boasts the latest state of the art machinery as required and used by OEM’s around the world, this machinery is critical for a manufacturers specified repair on any turbocharger.

Our fully equipped machine shop ensures that all processes involved in custom building, re-building, and assembling a new turbocharger such as, machining, grinding, honing, profiling and welding, are all done in house, ensuring the quality is to the highest standards.

What Turbochargers Do GCG Repair?

GCG repair turbochargers from numerous vehicles on a daily basis, with the a huge variety of performance, passenger, commercial, heavy industry, transport, agricultural and marine applications. We can also repair some VNT (Variable Nozzle Turbine) turbochargers, with our new high speed flow bench that allows full OEM calibration.

How much does it cost to repair my turbocharger?

Our base price for a repair is $375 + parts, and all repairs will use the minimum of a turbocharger repair kit, all work is fully costed and quoted for approval prior to commencement.

  • Disassemble
  • Clean
  • Quote
  • Test Actuator assembly
  • Oil Pressure Test to 7bar
  • Supply & Fit Rebuild Kit
  • Rotating Assembly Balance
  • Re-Assemble CHRA
  • VSR Balance CHRA
  • Flow Bench Calibration and VNT setting (where required)
  • Assemble Turbocharger

9 times out of 10 after the strip, clean and inspection process, we find most units require more parts or additional machining processes which increases the overall cost for the Turbocharger rebuild. The majority of worn or damaged turbochargers require the following processes to meet service requirements:

  • Worn Ring Area - Turbine end ring area machining + oversize ring.
  • Worn Ring Area - Compressor end ring area machining + oversize ring
  • Honing of the bearing housing
  • Grinding of the wheel & shaft assembly
  • Sleeving of the turbine housing (to repair corrosion mainly seen on marine applications)
  • Removing broken studs and heli-coiling bolt holes
  • Supplying a replacement actuator
  • Re-welding V-Band assemblies
  • Supplying a new compressor wheel or turbine wheel
  • Supplying new bearing housing
  • Supplying a new core assembly (CHRA)
  • Supplying end housings (turbine or compressor housings)

As Performance turbochargers are modenising and overall component design is improving, the major components such as compressor wheels, turbine wheels, end housings and ball bearing packs are becoming uneconomical in a repair scenario. In many cases, replacing individual major components from any Garrett G/GT/GTX series, or Borg Warner EFR series, can be quite costly. In this instance, we will offer a much more feasible solution in the way of a brand new CHRA, Supercore or Complete Turbocharger.


  • All repairs & exchange turbochargers (TEX) are returned with a 12 month warranty, and a 10 step re-fitment sheet to assist in preparation for re-fitting a repaired turbocharger.
  • Any Turbocharger with electronic actuator control (ie: stepper motor) carry a 3 month warranty on the electrical components.

You can view our TEX Exchange Program Criteria by clicking HERE.

Re-Fitment Tips:

When a turbocharger requires a rebuild, it is highly likely that an external source has contributed to the damage/wear & tear. The common issues we see are dirty/contaminated oil (un-serviced vehicle), oil starvation (blocked oil feed line) and foreign object damage (objects entering the compressor or turbine side of the turbocharger).

These issues need to be rectified prior to re-fitting a rebuilt or new turbocharger, as there is a chance the new/rebuilt turbocharger will prematurely fail. If the shaft is heavily worn and scored, and our quote analysis shows the cause of the failure to be oil contamination, the oil feed line would be the first part to replace, and then the engine's condition will need to be analyzed for the cause of the blockage (sludge in the engine causing blocked oil feed line, inline oil feed line filter is blocked, bloked oil pickup in sump etc).

A blocked or dirty oil feed line is a sure way to destroy a turbocharger in a very short period of time, as is oil contamination, so please make sure you follow the GCG fitting instructions that are included with every new, rebuilt or exchange Turbocharger.

Alternatively, you can download a copy of this booklet by clicking HERE.

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