The SPOOLOGIC SL-100-042 is a brand new, complete retrofit turbo and install kit for 2011-2014 6.7L Powerstroke trucks. It replaces the failure-prone factory Garrett GT32 SST (Single Sequential Turbocharger, model SST3266LRVA) with a modern journal-bearing platform built on the proven 2017-2019 6.7L GT37 architecture — the design Ford used to fix the issues that plagued the original 11-14 turbo. Cracked turbine wheels, worn-out ball bearings, sticking VGT vanes, and the dreaded actuator failures that send these trucks straight into limp mode — that whole list of problems goes away when you move to the journal-bearing platform.

This isn’t just a turbo — it’s the complete retrofit. Every gasket, every V-band clamp, every bolt, the pedestal, the lower intake, the heat shield, the coolant line. We even include the EGR cooler to intake gaskets and the intake manifold plenum gaskets that most kits make you source separately. Every SPOOLOGIC turbo is built brand new — never remanufactured — and backed by a 1-Year Limited Warranty.

⚠ CUSTOM TUNING IS REQUIRED — READ BEFORE YOU BUY

This turbocharger absolutely will not work on a stock factory tune. Custom tuning is mandatory — not recommended, not optional, required. Running this turbo on the factory calibration will cause poor drivability, boost control errors, possible damage, and you will not be happy with the truck.

You must have a custom tune from a qualified 6.7L Powerstroke tuner loaded before the first key-on after install. SPOOLOGIC does not supply, write, sell, or assist with custom tunes — please have your tuning shop lined up before the turbo arrives. Plan on the tune before you plan on the install.

Why the 2017-2019 Journal-Bearing Platform

The factory 2011-2014 6.7L Powerstroke used the Garrett GT32 SST — a unique “Single Sequential Turbocharger” design built around a ball-bearing CHRA and twin compressor wheels stacked on one shaft. It was an ambitious idea on paper, but in service it became notorious for premature failure — bearing wear, turbine wheel cracking, actuator failures, overspeeding, and limp-mode events that cost owners thousands in unplanned replacements. For 2015 Ford scrapped the SST design entirely and moved to a conventional single-wheel Garrett GT37 on a journal-bearing CHRA — the same platform carried through 2019. That GT37 turbo became the design truck owners want, but it physically does not bolt onto an 11-14 engine without a different pedestal, lower intake, coolant feed line, heat shield, and a stack of gaskets and hardware.

The SL-100-042 is that retrofit, done right — turned up a notch. Brand new journal-bearing turbo plus every retrofit part you need to put it on the truck plus every gasket you need to seal it up. Nothing left for you to source at the dealer counter.

Custom-Designed Turbine Housing — Keep Your Up-Pipes and Down-Pipe

Here’s what makes the SL-100-042 different from every other 17+ retrofit kit on the market: SPOOLOGIC engineered a custom turbine housing that matches the original 2011-2014 inlet and outlet flange geometry. That means you keep your factory up-pipes, your factory down-pipe, and all the exhaust plumbing you already have on the truck.

Every other retrofit kit out there forces you to also buy:

• New up-pipes (often $300-$600)
• A new down-pipe (often $200-$500)
• Additional adapter flanges and clamps
• Extra labor to swap all of it out

None of that with the SL-100-042. The custom housing bolts up to your existing up-pipes and down-pipe exactly the way the factory turbo did — you get the 17-19 journal-bearing internals you want, without paying for hundreds of dollars in extra exhaust hardware you don’t need. This kit is engineered to complete the retrofit — turbo, pedestal, lower intake, coolant line, heat shield, every bolt, every V-band clamp, and every gasket from the up-pipes all the way through the EGR cooler and intake plenum.

Choose Your Compressor Housing Finish

Use the dropdown above to select your compressor housing finish. The 65mm 7+7 billet compressor wheel, 66mm turbine wheel, ceramic-coated hot side, and complete retrofit kit are standard on every finish option — only the compressor housing look changes.

• Raw — bead-blasted satin natural aluminum finish; no coating, just clean bare metal
• Black — deep gloss black powder coat — baked-on, far more durable than paint, won’t chip from heat cycling, and won’t fade
• Red — high-gloss red powder coat — baked-on, far more durable than paint, won’t chip from heat cycling, and won’t fade

Upgraded Internals — Standard

Every SPOOLOGIC turbo is assembled with upgraded internal components that go beyond a basic factory-style replacement:

• Extreme duty journal bearings — premium bronze-alloy bearings machined to tighter tolerances with improved oil groove geometry, maintaining the precise oil film that keeps the turbo shaft centered at 100,000+ RPM — even under higher heat and shaft loads
• 360-degree thrust bearing — added strength and load capacity over the factory 270-degree bearing, better at handling boost-driven thrust loads
• Step gap seal rings — improved sealing performance, less blow-by past the CHRA
• High-speed VSR balancing — smooth, dependable operation and longer bearing life
• New VGT solenoid, unison ring, and vanes — required for proper variable-geometry operation, installed and ready to run

65/88/90mm 7+7 Billet Compressor Wheel

The SL-100-042 uses a 5-axis CNC-machined forged billet aluminum compressor wheel with a larger 65mm inducer for more airflow than the Stage 1 — same proven 7+7 geometry, same 90mm extended exducer tips, more air pushed per revolution.

• Inducer diameter: 65mm
• Exducer diameter: 88mm base / 90mm extended-tip outer diameter
• Blade count: 7+7 — seven full main blades with seven splitter blades
• Material: 5-axis CNC-machined forged billet aluminum

66/72.5mm Turbine Wheel

The Stage 2 steps up to a larger 66mm turbine exducer to keep up with the bigger compressor wheel and the higher exhaust gas flow that comes with serious tuning, larger injectors, and a stout lift pump. Matched and balanced to drive the Stage 2 compressor cleanly without choking off the top end.

• Turbine inducer: 72.5mm
• Turbine exducer: 66mm

Ceramic Coated Center Section, Turbine Housing & Pedestal

SPOOLOGIC ceramic coats the turbine housing, the center section (CHRA), and the pedestal on the SL-100-042. This isn’t high-temp paint — it’s a true thermal barrier rated for the 1,600°F+ surface temperatures a diesel turbine sees under sustained load. The real, measurable benefits:

• Drops turbine housing surface temps 33-50% — far less radiant heat dumped into the engine bay, which protects wiring harnesses, oil lines, hoses, and EGR components from long-term heat damage
• Reduces post-shutdown heat soak into the CHRA and bearing oil — the #1 cause of premature turbo failure is oil baking on the bearing journals after shutdown, and the coating interrupts the radiant feedback loop that causes it
• Retains exhaust energy in the gas stream — keeping heat in the exhaust where it belongs (driving the turbine wheel) instead of soaking into the housing
• Pedestal coating — the pedestal sits between the turbine housing and the block; coating it cuts the heat path into the engine valley
• Corrosion and thermal-fatigue resistant — cast iron scales, pits, and cracks over years of heat cycling; the ceramic barrier protects all three parts for the long haul

Power Support

The SL-100-042 is built to cleanly support up to ~650-700 rwhp when paired with proper tuning, fueling, and supporting modifications. This is the build sized for trucks running larger injectors, an upgraded lift pump, and serious tuning — not just a chip and a delete. Remember: a turbo doesn’t make power on its own — tuning and fueling make power, and the turbo’s job is to support what the engine is producing. The Stage 2 has the airflow headroom to stay ahead of an aggressive fuel system without surging, choking, or overspeeding.

Exhaust Brake Compatibility

The factory 6.7L Powerstroke exhaust brake function is retained. The journal-bearing platform uses the same VGT vane closure mechanism as the factory turbo, so the truck’s OEM exhaust brake will continue to function as designed when paired with a tune that supports it.

What’s Included

• 1 SPOOLOGIC Stage 2 6.7L Powerstroke turbocharger — brand new, VSR balanced, ceramic and powder coated, 17-19 GT37 journal-bearing platform
• 1 Turbo pedestal (17-19 style)
• 1 Lower intake
• 1 Coolant feed line + bolt
• 1 Heat shield
• 1 New VGT solenoid, unison ring, and vanes (pre-installed on the turbo)
• All turbo and pedestal mounting bolts
• All V-band clamps required for the retrofit
• EGR cooler to intake gaskets
• Intake manifold plenum gaskets
• Full turbo install gasket set

Features

• Complete retrofit kit — turbo, pedestal, lower intake, coolant line, heat shield, and every gasket and clamp needed
• Custom-designed turbine housing matches the factory 11-14 up-pipe and down-pipe flange geometry — keep your existing exhaust plumbing
• Replaces the failure-prone factory Garrett GT32 SST with the 2017-2019 GT37 journal-bearing platform
• 65mm 7+7 billet extended-tip compressor wheel — 5-axis CNC-machined forged billet aluminum
• 66/72.5mm turbine wheel sized for Stage 2 airflow
• Ceramic coated turbine housing, center section, and pedestal
• Choice of Raw, Black, or Red compressor housing finish
• Sized to cleanly support up to ~650-700 rwhp with proper tuning, fueling, and supporting mods
• Extreme duty journal bearings, 360-degree thrust bearing, step gap seal rings, VSR balanced
• Retains OEM exhaust brake function
• No core charge — ever
• Built brand new, never remanufactured

Fits 2011-2016 6.7L Powerstroke

• 2011 – 2014 Ford F-250 / F-350 / F-450 Super Duty Pickup Trucks 6.7L Powerstroke
• 2011 – 2016 Ford F-350 / F-450 / F-550 Super Duty Chassis Cab 6.7L Powerstroke

Turbo Applications

• Retrofit replacement for factory Garrett GT32 SST (SST3266LRVA) — converts 2011-2014/2011-2016 6.7L Powerstroke trucks to the 2017-2019 GT37/AVNT3788 journal-bearing platform, Stage 2 billet upgrade

Replaces Factory OEM Part Numbers

• 851824-5001S
• 854572-5001S
• BC3Q-9G438-AM / BC3Q9G438AM
• BC3Z-6K682-A / BC3Z6K682A
• BC3Z-6K682-B / BC3Z6K682B
• BC3Z-6K682-BRM / BC3Z6K682BRM
• BC3Z-6K682-C / BC3Z6K682C
• BC3Z-6K682-EA / BC3Z6K682EA
• G2MZ-6K682-ARM / G2MZ6K682ARM
• TC-33 / TC33
• TC-67 / TC67

⚠ 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, tuning beyond the turbo’s rated 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.