212003 H&S Motorsports 2013-2016 Cummins 6.7L SX-E Turbo Kit

Kit Includes: 

• HSM SX-E Turbocharger

• SX-E 90-degree Compressor Outlet Elbow & Clamp

• HSM Divided T4 Cast Exhaust Manifold

• HSM Downpipe

• HSM Charge Piping

• HMS Polished Intake

• AFE Air Filter

• Installation Kit Including all necessary hoses, clamps, plugs, gaskets, adapters, etc.

If you do some research it won't take you long to figure out that the stock VGT turbo used by Chrysler on the 6.7L Cummins is unreliable. They have a lot of mechanical issues that basically come down to the simple fact, they have too many moving parts. Turbochargers in the past are very simple by design, you have a shaft, that rides on two bearings that are centered in the cartrdige. There is a wheel at either end of the shaft that is fixed to the shaft. The shaft spins on the bearings and the wheels spin inside the turbine (Exhaust side) and compressor (Cold side) housings. The only thing that can fail on a conventional style turbo is a bearing. When the bearing fails you can rebuild the turbo with a fresh set of bearings and balance the shaft and your ready to go.

VGT turbos aren't this simple, they consist of the same parts, but there are other moving parts. On the Holset turbo found in your Cummins engine bay, you have the addition of a nozzle and a VGT actuator, or controller. The VGT actuator recieves a signal from the engine computer to operate the internal gears by percantage. 0% is fully open, nozzle retracted into the cartridge of the turbo. While 100% is all the way closed, nozzle fully extended into the turbine housing. When the nozzle is at 100% it fully covers the turbine wheel and stops most of the air from escaping the engine. This is what retards the engine and slows the truck down when you engage the factory exhaust brake. 

While some of us love this feature, it is causing damage to the engine. The stock turbo is very restrictive which causes a drive pressure issue in the engine. More air is being forced into the engine, than the stock turbo can allow through it's turbine housing. This is what causes blown head gaskets, bent rods, windowed blocks etc. 

By properly matching the turbo to the engine, we can resolve all of these issues. Yes, you are going to lose your factory exhaust brake. Fleece Performance makes a very nice aftermarket exhaust brake that mounts to your aftermarket turbo and plugs directly into the factory VGT actuator harness. It will still work off the button on the dash and requires no compressor or anything else to work. Their exhaust brake can be found on our website under the exhaust tab, and then in the sub category (exhaust brakes)

If you want more of a conventional style exhaust brake, BD Diesel makes a really nice kit that ties into the same factory button on the dash, but it also ties into the 68RFE transmission and locks the converter when the exhaust brake is engaged, this doubles the stopping force of the braking system. if you have more questions about exhaust brakes, feel free to call or email us. 

H&S Motorsports is proud to introduce the SX-E Turbo Kit for the 2013 - 2016 6.7L Cummins diesel! The Variable Geometry Turbocharger (VGT) that comes equipped on the 6.7L Cummins from the factory can quickly become a liability when it is pushed beyond what the OEM designed it for. Excessive drive pressure and exhaust gas temperature are common issues associated with the factory VGT. This kit is designed to replace the factory VGT with a new BorgWarner SX-E unit to provide not only a significant performance increase, but also to gain reliability over the factory unit.

Turbocharger

We have performed extensive testing of BorgWarner's new SX-E line of turbochargers and they have proven to be a great match for the 6.7L Cummins engine. All SX-E turbo options include the .91 A/R divided (twin scroll) turbine housing and our true divided exhaust manifold takes full advantage of the twin-scroll design. The 73mm turbine wheel is larger than we are used to using, but the twin scroll design helps to retain the response and drive-ability in the lower RPM range. The benefits of the 73mm turbine wheel include lower drive pressure, lower EGTs, and more power! During our testing we experienced an average of a 200 degree drop in peak exhaust gas temperatures when compared to the factory VGT. Durability and reliability also play a big part in our parts selection and BorgWarner has stepped up their game with the 360-degree thrust bearing assembly that is featured in all SX-E turbochargers.

You may be aware that BorgWarner's new SX-E compressor housings are not currently offered with a 90-degree outlet option. No problem! As a solution, we CNC machine each SX-E compressor housing in-house to take advantage of the v-band outlet and supply a cast aluminum 90-degree elbow with v-band clamp. We felt that an aluminum elbow was necessary for this application since air temperatures are going to be the hottest right at the compressor discharge and a silicone boot would not be as reliable.

Turbocharger Options

We offer several different compressor wheel options with this kit: 
- 63mm Forged-Milled Compressor Wheel (575-625 WHP) 
- 64mm Forged-Milled Compressor Wheel (600-650 WHP) 
- 66mm Forged-Milled Compressor Wheel (650-700 WHP) 
- 69mm Forged-Milled Compressor Wheel (700-750 WHP) 
(All of the above options include the 73mm turbine wheel and .91 A/R divided turbine housing.)

Without any fueling or tuning changes, you can expect to pick up at least 60-100 WHP (depending on which SX-E option is used). With complimenting fuel modifications, these turbochargers have been known to put down some serious power!

*** Since this kit includes a brand new BorgWarner unit, turbocharger warranties will need to be done directly through BorgWarner. ***

Aftermarket ECM calibration may be required.  You are responsible for verifying compatibility with your provider. 

This product is not legal for sale or use in California.