New Replacement Turbine Housings for Holset, Garrett and BorgWarner Turbochargers
The turbine housing is the hot-side shell of the turbocharger — it receives exhaust gas from the engine manifold, directs it through the turbine wheel at controlled velocity, and discharges it to the downpipe. It operates at sustained temperatures exceeding 700°C and endures constant thermal cycling. Over time, the housing cracks from thermal fatigue, corrodes from exhaust chemistry, or warps at the manifold flange. We stock brand new turbine housings for Holset, Garrett and BorgWarner turbochargers covering Cummins, CAT, Detroit, Ford and other diesel platforms. Each housing is manufactured from high-temperature cast iron or nickel-resist alloy and matched by turbo model, A/R ratio and flange type. US stock, no core charge.
495010, 4955425, 2881785, 4045031, 4309076, 5350611, 4045018, 4042413, 4042411, 4032760, 4032673, 4032066, 3795162, 3792776, 3780526, 3774640, 3774612, 3774601, 3767630, 3767615, 2881997, 2840521, 2840520, 2840519, 2838153, 4045034, 4955425, 5350893, 2836356, 5350893HX
2842412, 2843888, 2843889, 2881994, 288199400, 288199400HX, 2881994NX, 2881994RX, 3597982, 3598821, 3598822, 3598824, 3598826, 3599626, 3599627, 3768264, 3768268, 376826800HX, 3768268H, 3768268HX, 3768269, 4035603, 4035604, 4035677, 4035678, 4036666, 4041090, 4043215, 4043226, 4045753, 4089152, 4089152NX, 4089152RX, 4089398, 4089398NX, 4089398RX, 4089551, 4089551NX, 4089551RX, 4955306, 4955306NX, 4955306RX, 5352715
3781169, 23539062, 23536422, R23539062, R23536422, 23536802, 2836825, 2836826,4047598, 4047269, etc
2882111, 2882004NX, 288211100, 2882111NX, 2882111RX, 2841220, 2841221, 2841222, 3768194, 3773569, 3792586, 2882111, 2881807, 2882004, 2840007, 3773562, 3773561, 2882110, 3792586H, 2882110NX, 3792586HX, 288211100HX, 8773568, 3783568, 2843893, 3792584, 3773566, 3768191, 2882110NX
5459710 RX or 5358001 RX, Interchange Part Numbers: 5459710 5459710RX 5358001RX 5358454 5358001 5458936 5458936H 5458936HX 5358452 5351486 5454978
A cracked or warped turbine housing cannot be welded or resurfaced to reliable standards — the casting is compromised and the exhaust leak will return. A new housing is the only correct fix. We stock housings matched by turbo model, A/R ratio and flange configuration so the hot side of the rebuild meets the same specs as the original.
Turbine housings operate in the harshest environment in the turbocharger — sustained exhaust heat, rapid thermal cycling, and corrosive exhaust chemistry. Our housings are cast from the same high-temperature alloys (ductile iron, Ni-Resist) used in OEM production, rated for continuous service at operating exhaust temperatures.
The turbine housing defines the turbo's exhaust-side behavior through its A/R (area-to-radius) ratio and flange type (T3, T4, T6, V-band, etc.). We match by turbo model, A/R ratio and inlet/outlet flange configuration to ensure the replacement housing delivers the same exhaust flow characteristics as the original.
Welding a cracked turbine housing is a temporary fix — the thermal stress that caused the original crack will crack the weld. Resurfacing a warped flange removes material and changes the geometry. A new housing is the only path to a reliable, long-term repair.
When the CHRA and compressor housing are in spec, replacing only the turbine housing costs a fraction of a complete turbo. The hot side takes the worst abuse; the cold side often outlasts it by years.
We stock turbine housings for both VGT turbochargers (with nozzle ring cavity) and fixed-geometry turbochargers (with wastegate port). The internal geometry differs between these designs — order the type that matches your turbo.
One-year warranty on every turbine housing. See the warranty page.
Turbine housings operate in the harshest environment in the turbocharger — sustained exhaust heat, rapid thermal cycling, and corrosive exhaust chemistry. Our housings are cast from the same high-temperature alloys (ductile iron, Ni-Resist) used in OEM production, rated for continuous service at operating exhaust temperatures.
The turbine housing defines the turbo's exhaust-side behavior through its A/R (area-to-radius) ratio and flange type (T3, T4, T6, V-band, etc.). We match by turbo model, A/R ratio and inlet/outlet flange configuration to ensure the replacement housing delivers the same exhaust flow characteristics as the original.
Welding a cracked turbine housing is a temporary fix — the thermal stress that caused the original crack will crack the weld. Resurfacing a warped flange removes material and changes the geometry. A new housing is the only path to a reliable, long-term repair.
When the CHRA and compressor housing are in spec, replacing only the turbine housing costs a fraction of a complete turbo. The hot side takes the worst abuse; the cold side often outlasts it by years.
We stock turbine housings for both VGT turbochargers (with nozzle ring cavity) and fixed-geometry turbochargers (with wastegate port). The internal geometry differs between these designs — order the type that matches your turbo.
One-year warranty on every turbine housing. See the warranty page.
WHY CHOOSE US
We verify turbo model, A/R ratio and flange type before dispatch. Turbine housings are heavy and expensive to ship wrong — we get it right the first time. More about our company and quality process.
Replace the turbine housing when it shows cracks (especially around the volute tongue, wastegate port, or manifold flange), warping at the manifold flange surface (causing exhaust leaks that cannot be sealed with a new gasket), severe internal erosion from exhaust flow, or corrosion that has compromised the casting wall thickness.
Not reliably. Turbine housings crack from thermal fatigue — the same stress cycle that cracked the original casting will crack the weld repair, often within months. A welded housing also changes the internal geometry slightly, which can affect exhaust flow and turbo performance. A new housing is the correct repair.
A/R (area-to-radius) is a ratio that describes the volute geometry of the turbine housing. It determines how the housing converts exhaust pressure into velocity at the turbine wheel. Lower A/R means faster spool and more backpressure; higher A/R means more top-end flow with slower spool. The A/R must match the original housing specification for the turbo to perform as designed.
By turbo model, A/R ratio and flange type. The turbo model identifies the housing family; the A/R and flange configuration identify the specific variant. The part number on the original housing or the turbo's dataplate is the most reliable match.
All units are 100% brand new. High-temperature alloy castings, OEM-spec dimensions. One-year warranty.
Yes. Turbo rebuild shops order turbine housings as needed. Consistent wholesale pricing from US stock. See the wholesale page.
The turbine housing is the most thermally stressed component in the turbocharger. Understanding its role, failure modes, and replacement criteria helps rebuild shops make the right sourcing decision.
The turbine housing collects exhaust gas from the engine manifold and accelerates it through a volute (scroll) onto the turbine wheel blades. The volute geometry — specifically the A/R ratio — controls how much of the exhaust energy is converted to velocity versus pressure. After passing through the turbine wheel, the spent exhaust exits through the discharge flange to the downpipe and exhaust system.
Every engine start-shutdown cycle thermally loads the turbine housing — the casting heats rapidly to operating temperature and then cools when the engine shuts down. This expansion-contraction cycle induces stress in the casting, particularly at geometric transitions (the volute tongue, the wastegate bore, the manifold flange bolt holes). After thousands of cycles, fatigue cracks initiate at these stress concentrations. Heavy-duty trucks that run continuous duty cycles (long-haul) stress the housing differently than trucks with frequent start-stop cycles (vocational, delivery) — but both patterns eventually produce cracks.
A single-scroll housing has one continuous volute chamber. A twin-scroll (divided) housing has two separate passages that keep exhaust pulses from interfering with each other — this improves energy delivery to the turbine wheel, especially on engines with unfavorable firing orders. The turbo model determines which type is used; they are not interchangeable on the same turbo.
