SPOOLOGIC 7+7 Billet Compressor Wheel

The SPOOLOGIC SL-220-013 is a 7+7-blade billet-aluminum compressor wheel built to wake up the GT3782VA turbocharger on 2005-2010 Ford 6.0L Powerstroke applications. 5-axis CNC-machined from billet aluminum with a 56/82/87.5 mm inducer/exducer/tip pattern, this wheel is a direct-swap performance upgrade for the OE cast wheel — more airflow, faster spool, and higher usable boost without any housing modification or custom tuning required.

Features

• Direct-fit billet-aluminum compressor wheel for the GT3782VA turbocharger
• 7+7-blade layout, 56 mm inducer, 82 mm exducer, 87.5 mm major diameter
• 5-axis CNC-machined billet aluminum
• Extended-tip blade geometry for improved airflow and spool response
• Direct bolt-in to the OE compressor housing — no machining, no housing modification
• Assembly balancing recommended after installation
• Sold as a DIY product — installation and balancing are the buyer's responsibility

What's Included

• 1 SPOOLOGIC SL-220-013 billet-aluminum compressor wheel

Fitment

• 2005-2007 Ford F-250 F-350 F-450 F-550 6.0L Powerstroke
• 2005-2010 Ford E-350 E-450 Econoline 6.0L Powerstroke
• 2005 Ford Excursion 6.0L Powerstroke

2005 Super Duty: Verify the later configuration using the November 4, 2004 production breakpoint.

2005 Excursion: Verify the later configuration using the January 10, 2005 production breakpoint.

⚠️ Match the original turbocharger part number and wheel configuration before ordering.

Why It Matters

The 6.0L GT3782VA is a variable-vane turbo that lives and dies by cold-side airflow — upgrading the compressor wheel to billet extends its usable RPM band, lets it move real air at higher drive pressures, and stops the leading-edge erosion that killed the original from ever coming back.

Wheel Specifications

• Construction: billet aluminum
• Blade Count: 7+7
• Inducer Diameter: 56 mm
• Exducer Diameter: 82 mm
• Extended-Tip Diameter: 87.5 mm
• Turbo Model: GT3782VA

Performance Gains Over the OE Cast Wheel

• Faster spool — lighter, stiffer billet blades cut rotational inertia, so the turbo lights sooner off idle and out of the corners
• Extended-tip compressor-wheel design
• Stronger top-end pull — sustained boost at RPM where the OE cast wheel is running out of breath
• 5-axis CNC-machined billet aluminum construction
• Sharper throttle response — quicker RPM changes mean less lag between shifts and better drivability under load
• Cooler compressor discharge — improved wheel efficiency drops IAT versus a worn or overworked cast wheel at the same boost level
• Bolt-in upgrade — direct-fit to the OE compressor housing, no machining or clearancing needed
• Extends turbo life — billet won't erode or crack like the cast wheel that failed in the first place
• Pairs with tuning, larger injectors, and studs — adds the airflow those upgrades demand

Why You Replace the Compressor Wheel

The compressor wheel is the aluminum airfoil pack on the cold side of the turbo that draws intake air, spins it up to 100,000+ RPM, and pushes it into the intake manifold as pressurized charge air. It is one of the highest-stress rotating components on the engine. Here's why it gets replaced:

• Foreign object damage — a bolt, nut, filter fragment, or torn intake elbow sends debris through the wheel. Even a small dent in the leading edge unbalances the assembly and shortens shaft life.
• Erosion and rub — years of dirty intake air erode the leading edge of each blade. A worn wheel with rounded blades makes less boost per unit of turbine speed — the turbo works harder for the same result.
• Cracked hub or blade root — high-cycle fatigue eventually opens a crack at a blade root or the hub bore. A cracked cast wheel can throw a blade at speed, destroying the compressor housing.
• Rebuild policy — when the CHRA is opened for a shaft, bearing, or seal service, the wheel comes off. Reusing a worn or bent wheel wastes the whole rebuild.

Installation and Balancing Notes

• The compressor wheel is individually balanced. Balancing the assembled rotating assembly is recommended best practice.
• Inspect the shaft, compressor-wheel bore, and mating surfaces before assembly.
• Shaft nut torque. Torque the compressor-side shaft nut to the turbocharger manufacturer's spec, in a controlled increment, holding the turbine wheel from spinning. Over-torque stretches the shaft; under-torque lets the nut back off.
• Clearance check. After torque, spin the assembly by hand and confirm the wheel does not contact the compressor housing at any angle. Verify tip clearance is within OEM spec at the exducer face.
• Follow the applicable service requirements for shaft-nut replacement and tightening.

Turbo Applications

• Replaces the OE cast wheel on the GT3782VA turbocharger 2005-2010 6.0L Powerstroke — billet upgrade

OEM and Manufacturer References

• 4C3Z-6K682-CDRM
• 4C3Z6K682CDRM
• 722142-0025M
• 743250-5025S
• WW0560

⚠️ Emissions Notice

Not CARB approved. Not legal for sale or use in the state of California.

⚠️ DIY Product — All Sales Final, No Warranty, No Returns

This SPOOLOGIC turbocharger repair product is intended for experienced turbo builders and qualified technicians. Proper installation requires suitable tools, careful inspection, and correct assembly. All sales are final—no warranty, returns, or exchanges. Confirm compatibility before ordering. See the SPOOLOGIC Warranty Policy for details on products sold without a warranty.