New Replacement Holset Variable Geometry Turbos for Cummins, Volvo, Mack and PACCAR Engines
Holset is the turbocharger arm of Cummins, and its VGT line has been the standard on North American commercial diesels since the late 1990s. The design is distinctive: instead of pivoting vanes, a single nozzle ring with fixed vanes slides axially inside the turbine housing — fewer moving parts, fewer wear points, built for engines that run 100,000 miles a year. We stock brand new Holset VGT turbochargers across the full HE range: HE300VG and HE351VE for the 6.7L ISB and Ram trucks, HE400VE and HE400VG for ISM, X15, Volvo D13 and PACCAR MX-13, HE431V/HE431VE for ISL and ISC, HE451VE for ISX15, HE531VE for ISM and QSM, plus the HE500VG, HE551V and HE561VE. Every unit is new-built to OEM-spec dimensions with the complete sliding-nozzle mechanism, balanced, and matched to your engine serial number before it ships. Shops, fleets and distributors order single units or pallets from US stock.
5459710, 5459710NX, 5459710RX, 5458936, 5458936H, 5458936HX, 545893600, 545893600H, 5358001, 5358001NX, 5358001RX, 5358452, 5358452NX, 5358452RX, 5358453, 5358453NX, 5358453RX, 5358454, 5454976, 5454977, 5454978, 5351486, 5351487, 5351487NX, 5351487RX, 5351489, 5351490, 5351491, 5550895, 5550896, 170-032-3189, 170-032-3748, 170-032-3791, 170-032-3873, 170-032-3948, 100-040-000, 100-045-115
5459710, 5459710RX, 5358001RX, 5358454, 5358001, 5458936, 5458936H
5459711, 5459711RX, 5358003RX, 5358003, 5351565, 5358483, 5358484, 5358485
5459711, 5459711RX, 5358003RX, 5358003, 5351565, 5358483, 5358484, 5358485
5551142NX, 5551142, 5602145, 5551140, 5602146, 6317948, 6317895, 5551141
5609888, 5609888NX, 5609888RX, 5610129, 6395630, 6395630NX, 6395630RX, 100-075-000
2882111RX, 2882111, 2841220, 3792574, 3795144, 3773561, 3767305, 2841221
2882110RX, 5502824RX, 100-021-001, 2881965, 2882003, 5456746
2882111RX, 2882111, 2841220, 3792574, 3795144, 3773561, 3767305, 2841221
2882112, 2882112NX, 2882112RX, 3769054, 3769055, 3769056, 3769058, 3769059
2882112, 2882112NX, 2882112RX, 3769054, 3769055, 3769056, 3769058, 3773492
4309124, 4309124RX, 4955428, 2881791, 2836369, 2838787, 2840541, 3775141, 3776839, 3776836, 3776838, 3792250, 5458510
A Holset VGT is the most expensive single component most diesel shops replace on a regular basis, and the model range is wide enough that ordering mistakes are common. Our VGT program exists to make this category boring: the right unit, confirmed before shipping, new, in stock, with someone to call if the install raises a question.
Inside a Holset VGT, movable vanes (or a sliding nozzle ring, depending on family) change the exhaust flow area reaching the turbine wheel. At low RPM the vanes close to sharpen boost response; at high RPM they open to prevent over-boost. One turbo does the work that used to take two different frame sizes.
The electronic actuator positions the vanes under ECM command and is the hardest-working component in the system — and the most common failure point. Each OEM pairs and calibrates it its own way: Cummins through INSITE, Volvo and Mack through PTT, PACCAR through DAVIE. We tell you before you order whether the listing includes the actuator and what the calibration step looks like on your platform.
On Cummins, Volvo and Mack applications, the VGT doubles as the engine brake — the vanes close to build exhaust backpressure and slow the truck. That is why a failing VGT often shows up first as a weak exhaust brake, before any boost fault code appears.
Eleven Holset VGT models in stock — HE300VG through HE561VE — covering Cummins ISB, ISL, ISC, ISM, ISX15 and X15, plus Volvo D13, Mack MP7/MP8 and PACCAR MX-13. One supplier covers nearly every VGT-equipped truck that rolls into a North American shop. Every unit is 100% new: new nozzle ring, new vanes, new CHRA, new housings — no core deposit. Volume terms on the wholesale program.
Soot is the universal VGT killer: vanes load up, the mechanism drags, the actuator overworks and burns out. Extended idling, short duty cycles and EGR problems all accelerate it. We walk the root-cause check with you before install so the new turbo does not inherit the old problem.
VGT part numbers shift with emissions tier, horsepower rating and build date. We verify the engine serial number, CPL and the number on your old turbo's dataplate before dispatch — the mismatch gets caught in our warehouse, not in your bay. One-year warranty on every unit, handled by our US team — details on the warranty page.
Inside a Holset VGT, movable vanes (or a sliding nozzle ring, depending on family) change the exhaust flow area reaching the turbine wheel. At low RPM the vanes close to sharpen boost response; at high RPM they open to prevent over-boost. One turbo does the work that used to take two different frame sizes.
The electronic actuator positions the vanes under ECM command and is the hardest-working component in the system — and the most common failure point. Each OEM pairs and calibrates it its own way: Cummins through INSITE, Volvo and Mack through PTT, PACCAR through DAVIE. We tell you before you order whether the listing includes the actuator and what the calibration step looks like on your platform.
On Cummins, Volvo and Mack applications, the VGT doubles as the engine brake — the vanes close to build exhaust backpressure and slow the truck. That is why a failing VGT often shows up first as a weak exhaust brake, before any boost fault code appears.
Eleven Holset VGT models in stock — HE300VG through HE561VE — covering Cummins ISB, ISL, ISC, ISM, ISX15 and X15, plus Volvo D13, Mack MP7/MP8 and PACCAR MX-13. One supplier covers nearly every VGT-equipped truck that rolls into a North American shop. Every unit is 100% new: new nozzle ring, new vanes, new CHRA, new housings — no core deposit. Volume terms on the wholesale program.
Soot is the universal VGT killer: vanes load up, the mechanism drags, the actuator overworks and burns out. Extended idling, short duty cycles and EGR problems all accelerate it. We walk the root-cause check with you before install so the new turbo does not inherit the old problem.
VGT part numbers shift with emissions tier, horsepower rating and build date. We verify the engine serial number, CPL and the number on your old turbo's dataplate before dispatch — the mismatch gets caught in our warehouse, not in your bay. One-year warranty on every unit, handled by our US team — details on the warranty page.
WHY CHOOSE US
The part is confirmed before it ships, it is on a US shelf when you need it, and the price does not wander between orders. That consistency is why shops and fleets standardize their Holset VGT sourcing with us. Read about our company and quality process.
The mechanism. Most VGT designs pivot individual vanes to change the turbine flow area. Holset fixes the vanes on a single nozzle ring and slides the whole ring axially — one moving assembly instead of a dozen pivot points. Fewer wear sites is why the design has dominated heavy-duty commercial diesels since 1998. You may also see the terms VGT and VNT used for the same technology; Holset and Cummins use VGT.
Nearly the whole modern Cummins lineup — ISB 6.7 (including Ram 2500/3500), ISL, ISC, ISM, ISX15 and X15 — plus Volvo D13, Mack MP7/MP8 and PACCAR MX-13 engines, which run Holset units under Volvo Group and PACCAR part numbers. If your truck has an exhaust brake that works through the turbo, it is almost certainly a Holset VGT.
Read the dataplate on the turbo itself — it lists the model (such as HE351VE or HE400VG) and the part number. If the plate is unreadable, the engine serial number and CPL identify the correct unit. The model name decodes simply: HE plus the frame size, then V for variable geometry and the actuation generation letter.
Listings state whether the actuator is included. Either way, every electronically actuated Holset VGT requires calibration to the turbo after installation — INSITE on Cummins, PTT on Volvo/Mack, DAVIE on PACCAR. A good used actuator can usually transfer to a new turbo body and recalibrate.
All units are 100% brand new, including the complete sliding-nozzle mechanism. No rebuilt cores, no core charge, nothing to ship back. Balanced, OEM-spec dimensions, one-year warranty.
Yes. The VGT range is our highest-volume category for fleet and distributor orders — consistent wholesale pricing, US inventory, and ESN verification on every unit in the order. See the wholesale page.
Holset pioneered commercial VGT in 1998 and the architecture has barely needed to change since. Understanding how the system works — and which model belongs to which engine — saves real money when replacement time comes.
Exhaust gas reaches the turbine wheel through a ring of vanes. In a Holset VGT those vanes are fixed at their optimum angle on a nozzle ring, and the ring itself slides axially to open or close the aperture. Close the nozzle and exhaust velocity onto the wheel rises — the turbo behaves like a small, fast-spooling unit. Open it and the same turbo breathes like a large-frame charger; the HE351VE, for example, spans roughly the range of a 9cm² to a 26cm² fixed housing. The ECM trims ring position continuously to manage boost, drive EGR flow and run the exhaust brake. One sliding assembly does all of it.
| Holset model | Primary engines | Typical platforms |
|---|---|---|
| HE300VG | ISB 6.7 | Ram 2500/3500 2013+, PACCAR PX-7 |
| HE351VE | ISB 6.7 | Ram 2007.5-2012, medium-duty ISB |
| HE400VE / HE400VG | ISM, X15, D13, MX-13 | Class 8 highway tractors |
| HE431V / HE431VE | ISL, ISC, ISM | Transit buses, vocational, RV |
| HE451VE | ISX15 | Class 8, EPA10-EPA17, by HP rating |
| HE500VG | PACCAR MX-13 | Kenworth, Peterbilt |
| HE531VE | ISM, QSM, MX-13 | Highway and vocational |
| HE551V / HE561VE | ISX CM870/CM871 | EPA04-EPA07 Class 8 |
Part numbers within each model vary by emissions tier and rating — always confirm against the ESN and the old turbo's dataplate.
The wear pattern is consistent across the range. Soot and rust accumulate on the nozzle ring, the ring starts to drag in its bore, and the actuator works harder until its gears or motor give out. Symptoms arrive in a known order: weak exhaust brake first, then slow boost response, then fault codes — P2262 and P003A on Ram trucks, SPN 2387 on highway platforms — and finally a derate. Two habits extend VGT life measurably. First, use the exhaust brake regularly; cycling the ring keeps its sliding surfaces clean. Second, protect the EGR side — a soot-heavy EGR system loads the nozzle ring faster than any other factor. Trucks that idle long hours fail soonest; trucks that run loaded at highway speed last longest.
Find what killed the old unit — inspect charge-air piping, oil condition and feed pressure, and EGR soot load. Install with a flushed feed line, prime the turbo, and idle before loading. Calibrate the actuator with the OEM tool and verify the full nozzle sweep before the truck leaves. The mechanism is durable by design; what shortens its life is the environment around it, and that is the part a shop controls.
