? CUSTOM TUNING RECOMMENDED

Custom tuning is recommended for the SL-100-010. The non-wastegated 1.15 A/R turbine housing changes the airflow, exhaust-flow, and boost characteristics of the turbocharger compared with the factory wastegated GTP38 configuration. A custom calibration from a qualified 7.3L Powerstroke tuner can better match the turbocharger to the truck’s injectors, fueling system, high-pressure oil system, and supporting modifications while taking advantage of the additional turbine-side flow capacity. This becomes increasingly important as injector size and fueling are increased. SPOOLOGIC does not supply, write, sell, or assist with custom tuning.

Power Support

The SL-100-010 is intended for modified 7.3L Powerstroke combinations that benefit from additional turbine-side flow without moving to a completely different turbo mounting system. The larger non-wastegated housing is particularly useful when increased fueling, larger injectors, towing load, or sustained higher-RPM operation begin to make exhaust restriction and turbine drive pressure important considerations. The turbocharger itself does not create a fixed horsepower number. Final engine output depends on injector size, high-pressure oil supply, fuel delivery, calibration, engine condition, intake and charge-air efficiency, exhaust flow, and the rest of the combination. The SL-100-010 provides additional airflow and turbine-flow capacity for builds equipped to use it.

60/80/84mm 5+5 Billet Compressor Wheel

The SL-100-010 uses the SPOOLOGIC 60/80/84mm 5+5 billet aluminum compressor wheel. Five full-length main blades and five splitter blades provide a responsive compressor design with greater airflow capability than the original cast GTP38 wheel, while the extended-tip profile increases the effective outer diameter of the compressor without requiring an oversized inducer.

This compressor configuration keeps the cold side responsive enough for street, towing, and work-truck use while the larger 1.15 A/R turbine housing increases exhaust-flow capacity on the hot side. The result is a deliberately different balance from a turbocharger that simply increases compressor size while leaving turbine restriction unchanged.

• Inducer: 60mm
• Exducer: 80mm
• Extended-Tip Diameter: 84mm
• Blade Design: 5+5 — five main blades, five splitter blades
• Material: Billet aluminum
• Design Goal: Increased airflow with responsive throttle characteristics

Non-Wastegated 1.15 A/R Turbine Housing

The defining feature of the SL-100-010 is its large 1.15 A/R non-wastegated GTP38 turbine housing. A/R describes the relationship between the turbine scroll’s cross-sectional area and its radius from the turbine-wheel centerline. Increasing that ratio gives exhaust gas a larger passage through the turbine housing, increasing flow capacity as engine load and exhaust mass flow rise.

Compared with the smaller factory-style late GTP38 turbine housing, the 1.15 A/R configuration is designed to reduce turbine-side restriction at higher flow rates. On a properly matched performance combination, that additional flow capacity can help reduce excessive drive pressure and help control exhaust gas temperature under sustained load while allowing the engine to move more air through the exhaust side.

There is a tradeoff. A larger turbine housing generally requires more exhaust energy before reaching the same turbine response as a smaller housing, so the SL-100-010 is best viewed as a performance-oriented airflow choice rather than an attempt to produce the earliest possible low-RPM boost. The 60/80/84mm billet compressor wheel helps maintain usable response while the larger hot side provides additional breathing room as engine airflow increases.

• A/R: 1.15
• Housing Type: Non-wastegated GTP38 performance housing
• Configuration: Fixed geometry with no internal wastegate bypass
• Housing Reference: SPOOLOGIC SL-250-005 / Garrett 700213-0005
• Primary Benefit: Increased turbine-side flow capacity

Why Non-Wastegated?

A conventional wastegated GTP38 can route a portion of the exhaust flow around the turbine wheel once the wastegate opens. The SL-100-010 eliminates that bypass completely. All exhaust entering the turbine housing is directed through the turbine wheel before leaving the turbocharger.

Instead of using a wastegate to control turbine flow through a relatively small housing, the SL-100-010 uses the larger 1.15 A/R scroll to provide the flow capacity required by the engine. This simplifies the turbine-side architecture by removing the wastegate actuator, diaphragm, linkage, flapper, and bypass passage while providing a larger uninterrupted exhaust path.

Because there is no mechanical wastegate regulating turbine bypass, turbocharger behavior becomes more dependent on the complete engine combination, including fueling, load, exhaust flow, and calibration. That is one reason custom tuning is recommended when the SL-100-010 is used with larger injectors or other performance modifications.

Turbine Outlet Adaptation

The 1.15 A/R non-wastegated housing uses a different turbine-outlet arrangement than the factory wastegated Super Duty GTP38 housing. A properly configured outlet adapter is therefore required to transition the non-wastegated turbine housing to the F-Series and Excursion downpipe connection. The complete SL-100-010 is configured as a direct-fit turbocharger for these applications rather than requiring the customer to engineer a bare turbine-housing conversion.

Ceramic-Coated Turbine Housing & Center Section

The turbine housing and exterior center section receive a high-temperature ceramic coating. On the turbine housing, the coating acts as a thermal barrier that helps retain exhaust energy inside the hot side while reducing radiant heat transferred into the surrounding engine compartment. Reducing radiant heat exposure is beneficial around intake boots, wiring, hoses, and other heat-sensitive underhood components.

The coated center section also provides an additional thermal-barrier layer and durable finished surface around the CHRA. This coating should not be confused with the finned aluminum ceramic dual-ball-bearing center section used on the SL-100-009; the SL-100-010 retains a conventional journal-bearing center-section architecture with SPOOLOGIC’s upgraded internal components.

Non-EBPV Delete Pedestal

The SL-100-010 uses a SPOOLOGIC Non-EBPV turbo pedestal rather than retaining the factory exhaust back-pressure valve system. Eliminating the EBPV removes the exhaust-restricting valve assembly from the turbocharger outlet path and removes the EBPV actuator mechanism as a potential oil-leak and service point. A SPOOLOGIC EBPV terminator is used at the factory electrical connection after the valve system is removed.

Upgraded Internals — Standard

The SL-100-010 uses SPOOLOGIC’s upgraded conventional journal-bearing center-section components designed to improve durability, oil control, thrust-load capacity, and rotating-assembly stability:

• Extreme-duty journal bearings — Bronze-alloy bearings with updated oil-groove geometry
• 360-degree thrust bearing — Increased surface area for axial-load support
• Step-gap seal rings — Improved sealing and oil control
• High-speed VSR balancing — Balanced at high speed for smooth operation

Recommended Supporting Mods

The SL-100-010 can be used in a range of performance combinations, but the larger 1.15 A/R turbine housing becomes increasingly beneficial as engine airflow and fueling increase. Supporting components should be selected around injector size, vehicle use, and the desired power level.

• Custom tuning matched to turbo, injectors, fueling, and supporting mods
• Fuel system capable of maintaining adequate supply under load
• High-pressure oil system matched to the selected HEUI injectors
• High-flow intake system in good condition
• Free-flowing exhaust system
• Bellowed up-pipes with no pre-turbo exhaust leaks
• Charge-air system capable of handling the intended boost level
• Boost and exhaust-gas-temperature monitoring recommended

What’s Included

• 1 SPOOLOGIC Non-Wastegated Performance GTP38 Turbocharger — SL-100-010, Brand New, High-Speed VSR Balanced
• 1 Turbine-Outlet Adapter
• 1 SPOOLOGIC Non-EBPV Turbo Pedestal — SL-340-006
• 1 SPOOLOGIC EBPV Terminator — SL-610-004
• 4 Yellow Turbo Pedestal O-Rings — SL-310-001
• 1 SPOOLOGIC Turbo-To-Spyder O-Ring — SL-310-003

Features

• Brand-new, direct-fit non-wastegated GTP38 performance turbocharger
• 60/80/84mm 5+5 billet aluminum compressor wheel
• Extended-tip design for increased airflow
• Large 1.15 A/R non-wastegated turbine housing
• Increased turbine-side flow capacity
• Fixed geometry with no internal wastegate system
• Helps reduce turbine-side restriction at higher flow rates
• Ceramic-coated turbine housing and center section
• Non-EBPV configuration removes the factory EBPV assembly
• Extreme-duty bronze-alloy journal bearings
• 360-degree thrust bearing
• Step-gap seal rings
• High-speed VSR-balanced rotating assembly
• One-year limited warranty

Fits 1999.5–2003 7.3L Powerstroke

• 1999.5–2003 Ford F-250 / F-350 / F-450 / F-550 Super Duty — 7.3L Powerstroke
  1999 Models: Engine Build Date: 12/8/1998 and After
• 2000–2003 Ford Excursion — 7.3L Powerstroke

Turbo Applications

• Direct-fit non-wastegated performance upgrade for the Garrett GTP38 platform in 1999.5–2003 7.3L Powerstroke applications

Replaces Factory OEM Turbocharger Part Numbers

• Garrett: 702012-5012S
• Ford: F81Z-6K682-BARM / F81Z6K682BARM
• Ford: F81Z-6K682-CARM / F81Z6K682CARM
• Motorcraft: TC-12-RM / TC12RM

? Not For Sale In California

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

1-Year Limited Warranty

Every SPOOLOGIC turbocharger is covered by a 1-Year Limited Warranty against defects in materials and workmanship from the date of purchase. Warranty coverage requires that the unit first be shipped back to SPOOLOGIC for inspection. If SPOOLOGIC determines the failure was caused by a defect in materials or workmanship, the turbocharger will be repaired or replaced at SPOOLOGIC’s discretion. Warranty does not cover damage from foreign object debris, oil starvation, contaminated oil, extended oil change intervals, over-boosting, over-fueling, operation beyond the turbocharger’s intended operating range, improper installation, use outside the listed fitment, cosmetic wear, coating discoloration, or normal heat cycling marks. Warranty does not cover labor, shipping, towing, downtime, or any other costs outside the turbocharger itself.