General Turbocharger Thread (formerly "Turbo Charging A Tundra!")

Well, I'd like to send a huge thank you to Jesse @TurboKits for his continued support.

Motor update!!! ECS Performance (https://ecs-performance.com/) not only has the truck inside, but they are apparently making progress on it this week. There will be photos to share at some point. Pretty pumped they were able to get it in within only a few weeks of the motor arriving, especially after having it delayed (and taking up a spot in their lot) for just shy of 5 months since having the truck towed to them.

So, anyways, Jesse calls me to share that news. And to discuss exhaust. And fuel pressure gauges. And fuel systems. For nearly 2 hours as we built carts, exchanged part numbers and walked through every component of the systems to ensure we had all our bases covered.

Exhaust:
I believe we're in agreement that I am outside of his intended scope for the kit and I'm now into "custom build" territory. The kit comes with 3" down and mid-pipes. Good for what he built the kit for 500-550WHP. No longer sufficient for my new plans. When I explained the research I had done and some of the hardware, it became such an easy and organic discussion about how we believe we can leverage everything the kit already is, and how we can fit and manage some of the known tolerance issues. Beyond thrilled to have ordered all of the hardware needed for a full 4" turbo back exhaust system to support the engine, no matter where I end up taking it. The exhaust will support 1k bhp with the limitation being the upgraded GESI. It'll utilize v-bands up to the muffler, and then slip fit for the tailpipe and is completely 16ga T-304 stainless. The majority of the exhaust tubing was purchased from Stainless Headers (https://www.stainlessheaders.com/), including their low profile 4" round to 4" oval for the downpipe #2 section we had to previously clearance on the 3" downpipe from the kit.

Sizing calculator to assist in spec'ing out exhausts and upsizing thresholds: https://strikeengine.com/exhaust-pipe-size-calculator-horsepower-vs-diameter/
For 800bhp, it stated I required a 3.87" exhaust. 4" will be perfect with some ceiling.

Fuel pressure gauge:
Settled on the Innovate MTX-D: Digital Fuel Pressure Gauge PN: 39170 (https://www.innovatemotorsports.com/mtx-d-fuel-pressure.html) so I can have visibility from within the cab. We'll eventually look into making it connect with the Prolink + cable if ever required. So, insight and ability to troubleshoot/triage without needing to rig up cameras under the hood to see the physical gauge on the regulator.

Fuel system:
Everything was procured from Ace Race Parts (https://www.aceraceparts.com/). Essentially, we are going with the KISS method (keep it simple, stupid). Upgraded to the FFV basket, bypassing all internals (including the built-in filter and FPR), and upgrading the new DW430c pump, plumbed directly to the 8AN bulkhead, to the 8AN line and DW in-line filter, to a Tee and 8AN feeds to the back of each rail. Turbokits.com 880cc injectors in the XAT billet rails, to 8AN return lines to the DW external FPR where the return will be reduced to 6AN for return back to the tank. Only items in the tank are a single pump and a single fuel line from it to the bulkhead 8AN connector. Everything else external and fully serviceable.

Thank you, again, Jesse! Such a productive, impromptu call. Both companies offered a discount and both orders are expected to shipped NLT tomorrow.

Please correct anything I either missed or misspoke about.

 

awesome. i cant wait for your build to be finished. will need to know pricing for that elaborate built motor of yours. only a matter of time before i send mine to the moon. still may ls swap but that will be a crap ton of electrical items to get right.

 

Great chatting with you today. I think we got our brains wrapped around the above steps pretty well at this point and with some fabrication wizardry by THE MAN SEAN, we should get where we want to go!

 

It's an unfair number, honestly. The cost of the motor, today, is ~50% over what I paid back in January.

https://xatracing.com/XAT-3UR-full-build.html

Add some billet rails, add upgraded valves and springs, add in a core, and include taxes and I'm just a smidge over that current list price. Not XAT's fault at all. Just the market. I somehow got "lucky" by the failure happening when it did.

 

I'm not sure if he is going to be excited or if he is going to see the truck and immediately lock his doors.

For everyone who doesn't know, Sean is the mad scientist Jesse keeps out back, locked up, so he doesn't hurt himself in all the race cars he's built for people. Cool dude and he's essentially fabricated every one-off tweaks, mods, or idea my truck has seen since the turbo first got installed. Glad it is headed to him for the work. Never a question if it was done correctly and he and Jesse work really well together.

 

Looks good! @snivilous for the fuel pump info for mine regarding basket and fittings. If we wanna do 2 pumps for redundancy etc

 

@bflooks Glad you were able to utilize the FFV basket. No issues on mine the past 2 years. Everything is easily removed and keeps it somewhat stock. Can't wait to see your setup!

 

Thank you for the tipper. I've had to read the @4firemandan thread about 15 times for things to actually click, and it's a big driver in me going for simple and functional.

Fingers crossed it's alive and tuned well before Oct 1st need date

 

I'm not there yet, but based on the latest conversations about fuel flow upgrades, it seems like you're headed in the right direction.

 

Awesome, can't wait to see and hear that beast! Also, can't wait to see the Dragy chart!

 

@bflooks What about the GlowShift gauge you mentioned the other day that has dual function?

 

Who'd want to do a turbo build!? What fun would that be . Just to remind everyone the Harrop build made like 715whp and that had the Prospeed VB and it took a good thrashing of me beating on it for a few months or more before the trans went out. Then I did the level 10 custom built trans with their VB and with A LOT of torque managment and still burnt that one up twice after they fully rebuilt it, that's when after they rebuilt it the third time I sold it.

Saw y'all talking about that so just wanted to give you my experience and would suggest being careful pressing the 650 range and wanting to beat on it and do WOT pulls or track it with the factory trans. I opted not to dick around anymore and went with the 4l80e Terminator 5 from Rossler Transmissions for the turbo build that may or may not be happening.... but if it were to happen I'd definitely upgrade to a custom triple fuel pump hanger, w/ 8-10AN feed lines. The Prospeed fuel injectors never gave me any issues and yes they are rebranded... they aren't making fuel injectors in house, even DW injectors are made by another company too.

Anyhow, thanks for the tag. My notification just showed up today for it. Hope everyone is well. Been working my life away, lol. If y'all have any questions, happy to help.

 

Really going to need more details on the 4l80e swaps since it used to be on the Prospeed site, then it dropped off a year or so ago. Is it ~10k or is it closer to 20k is really what I'd like to know so I can start the savings jar now.

I'm curious about the hellcat swap, too, but I like the 4l80 just because it is proven to also hold up to truck type usage.

I'm still unsure how the 1000hp trans build s couldn't handle 715whp, especially when WAT says the extreme VB alone on the stock trans is being pushed to it capacity at 650whp. I don't mind controlling it to 600whp until I'm ready for a trans, but it's wild and confusing listening to all of the numbers vs what people are seeing in the wild.

Once the trans is swapped and all limitations are removed, the "Stage 4" fueling upgrades can happen easy enough. I assume you're straight e85 at that point?

Thanks for jumping in over here! Hope the thread gives a little for everyone on the turbo front. If you happen to see the first post and want to drop me some additional data points if you have any you think are worth adding, I'm happy to do so. The trans upgrade section could certainly use some more meat, especially on the swap details.

 

Jesse and I discussed it, and for what I care about, a single gauge is fine. Maybe I'll want to track each rail, but for now, tracking FP at all is my starting point and I decided I liked the aesthetics of the Innovate, especially after using the SCG-1.

Easy enough to upgrade to dual inputs with the Glow Shift in the future.

 

Okay... can someone help me better understand when we do/don't have 2-pin plugs? Given the fact I'm purposefully bypassing all the factory goods, I stumbled upon this and it made me wonder if this is actually a thing I should consider or not. Based on the description, it seems logical, but I'm not remotely close to knowing much about it other than it appearing to have a different purpose than jumping the FFV pump into high pressure mode.

https://www.prospeedautosports.com/collections/toyota-tundra/products/pro-tun-jumper

 

That jumper is so the pump turns on with ignition. In stock form the pump only turns on during cranking, and they are saying that if your fuel system doesn't maintain pressure like the stock one, you will end up with extended cranking because the system needs to prime itself...but the priming only happens when cranking so it will crank longer. If you don't have extended cranking already, then this won't change anything besides make the pump come on with the ignition on (which can be helpful for diagnostics to confirm the pump is working).

It is different than forcing the pump into high pressure mode, that jumper just changes when the pump is commanded on. And my god, $50 for $.50 of parts is wild.

 

That is a steep convenience fee.

 

Right. I guess what I was wondering are a few things. First, what makes a Tundra FPCM 2 vs not 2(?) pin. Second, is there a built-in check valve somewhere within the stock system that would require this, or is it simply a matter of "sometimes thinks leak"? Price aside, if the logic is there and it is likely to be an issue, I'm more inclined to proactively do it than not, but if there is confidence this is a case-by-case thing (maybe an injector specific thing?), then I'll happily spend $75 bucks (including shipping) elsewhere.

I guess I'll be figuring this out, I just don't recall ever seeing this as a thing discussed anywhere which is throwing me off.

 

I'd do an inline check valve before I'd have the pump running full time with the key in the on position. Just thinking the times you may be testing things with the key on and the pump running and burning power. Minor concern but just me.

 

My pumps are ran constantly. Only time they turn off other than key off is when I go to write the ecu and the system turns off the power there for me. (Got lucky i guess). My pumps have been working the truck for better part of 2 years with no issues other than fpr.

 

Let us know how the 880cc do, I never could get my 1000cc right with my 2018..

 

Holy cow! Nice write up to start this off, great job! Only thing I can think of off the top of my head is your cooling place holder.. is that a specific cooling or any and all cooling recommendations? I have bought the older version of the @Genuine Cooling Systems trans cooler that PS said they'll make work with the 4l80e trans. I know he's already been a vendor in here I do believe. I'm on a true flex fuel sensor that's working with the Motec just like the 900 turbo build truck that PS built, so ya e85 or 93 or any combination. I'll also be upgrading from the M130 to the M150 as well for more control of everything.

Details for the Terminator 5 or T-5 from Rossler as you asked, http://www.rosslertrans.com/4l80e.html believe it or not it was south of 10k. This does not including labor to install or the custom work like the PS adapters and flex plate, trans mount and differential mount, modifying the driveshaft. Also went with an early 2000's transfer case from a Cadillac Escalade as other forums guys are using those for decent power from 1k-1200 no issues. I'd be planning to save 20k roughly in the savings jar to go this route including cost of the trans.
Specs from the trans:

• 4L80E T5 HIGH PERFORMANCE:
  • Reprogram valve body (Ross/Lock™).
  • Modify pump TCC apply system to increase load capacity on the converter clutch apply.
  • Overhaul complete transmission, set to HD specs.
  • Add extra clutch/direct clutch drum.
  • Install special extra-wide bushing/pump stator.
  • Install HD (no walk bushing) rear case.
  • Install rear case retainer and bearing kit to prevent rear case thrust washer failure.
  • HD rear band.
  • HD intermediate band.
  • 2 shift solenoids.
  • New PSI force motor.
  • Turbine in, turbine out switches.
  • New internal wiring harness.

• M300 BILLET INPUT SHAFT.
• Billet forward clutch hub.
• Billet aluminum high gear drum.
• Special oversized 36-element sprag Pro Mod sprag kit.
• XHD billet M300 intermediate shaft for 4x4.
• Cast Aluminum Pan
• Dyno tested.
• Made in the USA.

This will have a CIRCLE D PROSPEED SPEC PRO SERIES MULTI DISK LOCK UP 4L80 TORQUE CONVERTER (ALLOWS LOCK UP UNDER POWER FOR INCREASED MPH/ET) I'd think a 2,800 to 3,400 stall would be good since it's stock cams and gears, but I'll double check on that.

For the turbo, I had my eyes on a FORCED PERFORMANCE HD8082 TURBOCHARGER - T4. Comparable to a Precision 7675/7875.
Flow: 80mm compressor, 82mm turbine supports ~1,200+ hp depending on fueling/boost.
Turbine housing: T4, 1.00 A/R

Reminder the blocks fully built and now sleeved up with Darton MID sleeves to handle all the jam.

 

We had them tested on our 2008 and the 2014 before we sold those to upgrade to the 2016 TRD Pro. They ran as smooth as stock. We will be bumping the 2016 up shortly.

 

UPDATE 08/22/25 - Big News from TurboKits.com!
We may have been quiet lately, but behind the scenes, we’ve been engineering something extraordinary. After months of collaboration and rigorous testing, we’re proud to unveil our latest powerhouse offering—developed in partnership with the tuning legends at Overland Tailor Tuning (OTT):

2007–2021 Toyota Tundra 5.7L OTT Turn Key 600HP Intercooled Turbo Kit

https://www.turbokits.com/2007-2021...urbokits-com-600hp-intercooled-turbo-kit.html

This isn’t just another turbo kit—it’s a fully integrated, turn-key solution that delivers jaw-dropping performance with OEM-like drivability. Backed by OTT’s renowned tuning expertise, this system transforms your Tundra into a 600HP beast while retaining the smooth, stock-like feel you love.

Smart Power Meets Seamless Control

• OTT’s Signature Tune: Includes advanced shift logic and throttle mapping for intuitive, responsive driving
• Effortless Power Delivery: Feels stock—until you dip into the throttle and unleash 600HP on command
• Complete Bolt-On Package: Every component you need, from piping and injectors to the HP Tuner with OTT’s turbo-optimized calibration

Proven Performance meets Real-World Reliability. TurboKits.com and OTT have made it easier than ever to transform your truck. Bolt it on. Tune it. Enjoy the ride.

 

That's awesome!

 

Working with Jesse @ TurboKits.com on this project has been nothing short of a privilege. He’s a true professional and a master at his craft, and it shows in the attention to detail he puts into every aspect of his systems. From day one, we spent countless hours back and forth going through the finer points of calibration and system behavior. Having a partner that not only understands what’s happening on the calibration side but also has such a deep, hands-on knowledge of the hardware makes the process not only smoother but genuinely enjoyable.

What stood out most during development was Jesse’s ability to articulate and capture how the system felt as much as how it should perform. That level of awareness makes our job on the tuning side infinitely easier, because you’re working with someone who speaks both “languages”—hardware and calibration—fluently.

OTT is truly excited to have teamed up with TurboKits.com on this Tundra kit, and we’re just as excited for the other projects already taking shape behind the scenes.

 

Absolutely, was a pleasure as well and the results where exactly what we all envisioned. I was just talking with a gentleman about the differences in the truck since you guys came on board. It's literally a stock driving truck, but with 600HP!

 

Awesome!

 

@TurboKits @JustDSM - solid work, gents!

Can't wait for this to be a common baseline and the discussions turn to how it is the way Toyota should have turbocharged the Tundra.

 

Ugh, now I really want to get back into a Tundra! Maybe in a few years I'll finally pick up a RCSB 4x4 5.7L, and lower/AWD swap it. Dang it!