BorgWarner Turbo Systems Worldwide Headquarters GmbH

Marnheimer Strasse 88
D-67292 Kirchheimbolanden, Germany

North American Sales and Technical Center

1849 Brevard Road
Arden, NC 28704
info@borgwarner.com (for wholesale inquires only)
PPC0110-B airwerksboosted.com
 A B O U T B O R G WA R N E R T U R B O S Y S T E M S
For over 100 years, BorgWarner has exhibited their commitment
to the automotive industry and motorsports through the
momentum of their technological advances. In the late 1990s,
BorgWarner took the step of becoming a pacesetter in leading
turbo technologies.
In October of 1998, BorgWarner, Inc. purchased 100% of the net
assets of German turbocharger and turbomachinery manufacturer,
AG Khnle, Kopp & Kausch renaming it 3K-Warner Turbosystems.
In March of the following year BorgWarner acquired Kuhlman
Corporation in order to gain access to Schwitzer Inc., which was
a leading manufacturer of turbochargers for commercial
transportation and industrial equipment.
2 3
Since the integration of 3K-Warner Turbosystems and Schwitzer,
BorgWarner Turbo Systems continues to set new technological
standards in the field of engine boosting.
BorgWarner Turbo Systems has become a leading supplier of
innovative turbocharging systems to the automotive industry
worldwide. Through development centers, production sites and
sales offices in all key markets throughout the world, we support
our customers wherever leading expertise is required.
BorgWarner Turbo Systems provides customers
worldwide with a comprehensive range of 3K and
Schwitzer replacement turbochargers and spare parts.
Commitment to Performance......4
BorgWarner Trophy...................5
New Products......................6-7
Te s t i m o n i a l s . . . . . . . . . . . . . . . . . . . . . . . . . 8
E x t e n d e d Ti p Te c h n o l o g y. . . . . . . . . 9
C omp res s or Select i on .... .. ..10-11
S1B....................................12
S1BG...................................13
S2B.....................................14
S200....................................15
S200SX..................................16
S300SX3............................17-18
S300S................................19
S300G...................................20
ABOUT S400SX......................21
S400SX3................................22
S400SX4............................23-24
S510.....................................25
BV50......................................26
K03-2072..............................27
K03-2075............................28
K04-2075.........................29-30
K04-2275.............................31
K16-2467..............................32
K26....................................33
K27-3072...............................34
K29-3775..............................35
Reference..........................36-38
Warranty................................39
 COMMITMENT TO PERFORMANCE
BorgWarner-AirWerks is an independent aftermarket program
from BorgWarner Turbo Systems. This venture is focused on
creating exceptionally high engine performance through forced
induction technology.
Why do the worlds most prominent auto manufacturers select
products from BorgWarner Turbo Systems? Simply put, we are
the world leader in turbos for high speed, high temperature
gasoline engines.
RACING IMPROVES OUR BREED
The BorgWarner performance line features an assortment of
carefully chosen K and S series turbochargers to meet a wide
array of high-performance engine requirements. These turbos will
be steadily improved based on the latest findings in aerodynamic
and materials technology.
made of sterling silver standing over 5 feet and weighing nearly 155 pounds.
T H E B O R G WA R N E R T R O P H Y
In 1936, Eddie Rickenbacker of the Indianapolis Speedway unveiled the
BorgWarner Trophy and officially announced it as the prize for the champions of
the Indy 500.
Commissioned by The BorgWarner Automotive Company in 1935, the trophy is
The Trophy bears the likeness of every driver that has won the Indy 500 since
1911 along with their victory date, and average speed in a checkerboard pattern.
Today the trophy is housed in the Hall of Fame Museum at the Indianapolis Motor
Speedway. The first Indy 500 champion that accepted the trophy, Louis Meyer
shortly after receiving it said, "Winning the Borg-Warner Trophy is like winning
an Olympic medal."

Racing has long been known as a fertile research and development materials and aerodynamic techniques that produced boost for
arena and proving ground for new technology. BW-AirWerks takes winning cars, elevating and incorporating it into the hardware
full advantage of its rich racing heritage using some of the same available through BorgWarner Turbo Systems.

Audi 90 (Quattro) GTO was one of the most technologically advanced four-door race cars to
ever hit the tracks. The 1988 Trans Am Manufacturer's champion was banned from the 1989
season due to its dominance. Boost was provided by a single BW K-series turbocharger.

4 5
 BV50
Variable Turbine Geometry has been used extensively
in turbodiesel engines since the 1990s, but it has
never been applied successfully on a gasoline production
car until the new 997 Porsche Turbo. This is because
gasoline engine exhaust gases are alot hotter than
diesel engine exhaust gas, so generally the material
used to make VTG turbos could not stand this heat. The
997 911 Turbo uses a BorgWarner VTG turbocharger
which uses special materials derived from aerospace
technology, hence solving the temperature problem.
K29
The K29 is the first turbo of the forthcoming Awdobahn
series. This K series turbo is a serviceable twin
hydrodynamic journal bearing unit. The K29 features a
billet compressor wheel for added wheel strength and
shrouded compressor cover inlet.
Forged Milled
Compressor Wheel
(FMW) Technology
6 7
S400SX3
S400SX3 turbos were designed specifically to bolt-into
existing high performance applications and offer
numerous unique turbine housing configurations for a
variety of application requirements. This turbo features
extended-tip technology for quick rotor response and
high pressure ratios.
S400SX4
S400SX4 is a serviceable twin hydrodynamic journal
bearing turbo that excels due to a high-pressure ratio
compressor stage utilizing extended-tip technology and
a high efficiency turbine stage. This specialized turbo
configuration provides ultra-fast response and more
than 70 PSI of boost
 TESTIMONIALS EXTENDED TIP TECHNOLOGY
STUCKEY RACING Select BorgWarner turbochargers employ BorgWarner S generation compressor wheels
As crew chief for Stuckey Racing, the advantage we have is the tremendous mapping range of the S400- that incorporate extended tip technology. This compressor wheel design feature promotes
S500 compound setup. Its been the extra edge over the competition that has kept us in the winners circle greater airflow using a low inertia wheel that performs like a wheel of greater size and mass.
since we began our program over 5 years ago. We are grateful to the BorgWarner engineers that created Extended tip technology enables the user to have faster spool-up at lower engine speeds
the extended tip technology that has helped advance the level of engine performance in the diesel truck
while providing the boost for the powerful top-end performance that most turbocharger
community. Thanks again for your commitment to turbocharger technology.
-Robert Donalson enthusiasts have come to desire
Crew Chief
Turbochargers have to meet different requirements with regard to map height, map width,
Do you have Airwerks on your Side? WE DO!!!!!! Which Equals holding "National Records." I as driver of efficiency characteristics, moment of inertia of the rotor and conditions of use. New
Stuckey Racing's Pro-Steet Dodge would like to personally thank each and every member of Team Airwerks,
compressor and turbine types are continually being developed for various engine applications.
their commitment and dedication to our program has been essential to us in providing back 2 back National
Championships and Records to our sponsors and most important, Fans!!!!
Compressor wheels have a great influence on the turbocharger's operational characteristics.
-Philip Palmer
Driver These wheels are designed using computer programs that develop a three-dimensional
calculation of the air flow and pressure.

K I G G LY R A C I N G
I've had nothing but great experiences with Borg Warner Airwerks turbos. They spool better than anything W O R L D C L A S S M A N U FA C T U R I N G
else I've ever run, which is especially important with an automatic transmission. Top end performance is
phenomenal, with low backpressure and great flow and efficiency at high boost. Airwerks turbochargers Borg Warner products provide superior reliability and long life - no matter where they are
stellar performance has been a key part to building a driveline combination that is currently the quickest manufactured. This level of quality is backed by highly qualified and motivated employees
FWD car on gasoline.
-Kevin Kwiatkowski who continually strive to improve every work process. Moreover, advanced production
Driver
1991 Plymouth Laser FWD techniques and expertise ensure compliance with stringent customer quality specifications.
Quickest FWD car on gasoline in the world The internationally acknowledged quality of our products and services are guaranteed by
8.424 at 166.52mph
our quality management system, which is certified under DIN ISO 9001:2000 and ISO/TS
16949:2000.
BRENT RAU
Since the NHRA sport compact season of 2004, BorgWarner has without fail, supplied my team with the BorgWarner possesses some of the most advanced turbocharger and engine test stands in
best high performance turbochargers available. The boost from the S400SX4 has given my car the ability
Europe and North America. This is where both our own product developments as well as our
to run quicker and faster than ever before. My racecar is now consistently in the 6s and running well over
200 mph! A big thank you to the AirWerks race support team at BorgWarner for helping me and my team customers' applications are tested to their limits.
become champions.
-Brent Rau
Owner/Driver EXTENDED TIP
Worlds Fastest Modified 1999
Mitsubishi Eclipse
6.87 @ 201.49 mph, 86 psi of boost

BRIAN BALLARD
The Airwerks S400SX turbochargers have been a vital part of our performance package which allowed us
to secure five championship titles, 8 second passes, multiple event wins and number one qualifiers. The
R&D and technology that has been put into the turbochargers has allowed us to stay one step ahead of our
competition throughout the years.
-Brian Ballad
Driver

Chevrolet Colbalt
GM Racing
8.96 @ 160 MPH.

8 9
 TURBO COMPRESSOR SELECTION
In order to check the match of a turbocharger compressor for a
custom application, or to find the best compressor match it is first
necessary to calculate:
1. The correct Pressure Ratio, and;
2. Turbocharged Air Flow (in lbs. per minute)
Once these factors have been derived they can be plotted on a turbo
compressor map to determine which compressor to use.
P R E S S U R E R AT I O
Before calculating the compressor Pressure Ratio, you must decide
what maximum boost pressure will be utilized (7 lbs. P.S.I. will be
used for our example). Then, follow this formula:
Pressure Ratio = Boost Pressure + Atmospheric Pressure
Atmospheric Pressure*
Example: 7 lbs. p.s.i. Boost Press + 14.7 p.s.i. Atm. Press.
14.7 Atm. Press.
= 1.5 Pressure Ratio
*NOTE: Subtract .5 p.s.i. from 14.7 p.s.i. for each 1,000 ft. above sea-level to
determine approximate atmospheric pressure at altitudes.
10
TURBOCHARGED AIR FLOW
Next, it is necessary to determine the volume of air or Air Flow
(lbs/min) which the turbocharged engine will require.
The following formula is used to calculate the required C.F.M. for
4-cycle engines:
C.I.D. x Maximum RPM X V.E. X D.R. = CFM
1728 CFM
= lbs/m
14.5
EXAMPLE: 100 C.I.D. engine operating up to 6,000 RPM and 7 lbs.
p.s.i. boost pressure (at sea level):
.50 X 125 X 6000
X .80 X 1.35 = 234.38
1728
234.38
= 16 lbs/m
14.5
EXPLANATION: 100 C.I.D. is the engine size (divide c.c. by 16.387
to get C.I.D.). This displacement is divided by 2 (or, multiplied by
) because the cylinders in a 4-cycle engine take in air on every
other revolution.
We then multiply C.I.D. by the engines maximum RPM to get
cubic inches (of air) per minute. Now we divide this figure by 1728 to
convert cubic inches per minute to cubic feet of air per minute (C.F.M.).
However, average engines only fill the cylinders approximately
80%, so we must multiply the cubic feet of air per minute by .80 (V.E.)
D E N S I T Y R AT I O
We now have the figure, which represents the naturally aspirated Air
Flow. It must be multiplied by D.R. (Density Ratio) to find the turbocharged
volumes of air. To find the D.R., first locate the 1.5 Pressure Ratio (as
determined earlier) on the Pressure Ratio vs. Density Ratio chart. Now
move up to the 70% Compressor Efficiency point then move left to the
Density Ratio, which is 1.25 in this case. Multiply the D.R. times the
naturally aspirated Air Flow to find the turbocharged air requirements
in C.F.M. Now we can complete the formula by dividing the C.F.M. amount
by 14.5 to get the engine lbs per minute air flow requirements.
USING THE COMPRESSOR MAP
On the displayed compressor map locate the 1.7 Pressure Ratio
line and move across to the 16lbs/m point. If the point falls between
the surge line and choke line, the compressor is a good match. If
the lbs/m point falls to the left of the surge line, the compressor
could be damaged if used for your application. If the point falls to
the right of the choke line, the compressor will be less efficient than
desired for your application.
LOUIS SCHWITZER
-Automotive Hall of Fame
11
 S1B S1BG
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS
2.95 Bolt circle
diameter 1.97 2.87

1.97
Bolt circle

Pressure Ratio
Pressure Ratio

1.58
diameter
2.84

2.36

1.89

Compressor Flow (lbs/m) 4.00 2.29 Compressor Flow (lbs/m) 3.26 3.41

Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit

315641 1.91 1.35 34 1.85 1.58 40 .70 315329 318374 313295 1.90 1.35 34 1.85 1.57 40 .35 N/A 318374
314466 1.91 1.35 34 1.85 1.58 40 .61 313275 318374 313296 2.08 1.55 39 2.08 1.80 46 .46 315358 318374
315920 1.91 1.35 34 1.85 1.58 40 .57 313275 318374 313683 2.08 1.55 39 2.08 1.80 46 .61 N/A 318374
313377 2.08 1.55 39 2.08 1.8 46 .61 318374 313297 2.28 1.70 43 2.08 1.80 46 .61 313737 318374
313798 2.28 1.70 43 2.08 1.80 46 .81 N/A 318374

12 13
 S2B S200
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS
3.94
Bolt circle Bolt circle
diameter diameter 4.00
2.00 3.38
2.00
3.38
1.75

Pressure Ratio
Pressure Ratio

1.75

2.75

4.24

Compressor Flow (lbs/m) 4.38 3.44

Compressor Flow (lbs/m)
4.00 3.32
Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit

312248 3.00 1.85 47 2.92 2.30 58 .76 313340 318381

313811 3.00 1.85 47 2.92 2.30 58 .85 313340 318381 Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
317095 3.00 2.00 51 2.92 2.30 58 .76 317096 318378 Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
315705 3.00 2.00 51 2.92 2.54 65 .85 315707 318378 317222 3.14 2.20 56 2.92 2.54 65 .85 316999 318382
314033 3.00 2.10 53 2.92 2.30 58 .76 314034 318381 317246 3.14 2.20 56 2.92 2.54 65 .76 316999 318382
313800 3.20 2.15 55 2.92 2.54 65 .85 313426 318381
313352 3.20 2.15 55 2.92 2.54 65 1.00 313353 318381

14 15
S200SX S300SX3
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS
4.21
4.21
3.00
2.60 3.25
3.25

2.75
2.75

3.00
4.00
12 17 23 28 33 38 43 49 54 60

lbs/min
5.06 3.99

4.86 4.33
Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit

177258 2.74 1.81 46 2.74 2.42 61 .83 176639 318383 Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
177267 2.74 1.95 50 2.74 2.42 61 1.09 176642 318383
177257 2.74 1.10 51 2.74 2.42 61 .83 176638 318383 177281 3.60 2.60 66 3.14 2.89 73 .88 176634 318393
177268 3.00 2.19 56 2.74 2.42 61 1.22 176637 318383 177275 3.60 2.60 66 3.14 2.89 73 .91 176646 318393
177272 3.29 2.36 60 3.00 2.66 68 .91 176635 318393

TURBINE HOUSING TURBINE HOUSING

Part Part
Number A/R Number A/R
177193 1.00 177211 0.88
177192 1.15 177208 0.91
177194 1.22 177209 1.00 (177272 Only)
177210 0.88 (177272 Only)

16 17
S300SX3 S300S
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS
3.50
4.21
3.00 4.62
3.00
3.25
2.75

Pressure Ratio
2.75

3.00
3

4.00 4.00

4.86 4.33
Compressor Flow (lbs/m) 5.40 4.78

Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
177280 3.29 2.36 60 3.00 2.66 68 .88 171901 318393 167338 3.29 2.31 59 3.00 2.62 67 1.30 169031 318394
177283 3.44 2.48 63 3.00 2.66 68 .88 176648 318393 169417 3.44 2.42 61 3.14 2.79 71 1.15 168826 318394
177284 3.60 2.60 66 3.14 2.89 73 .91 176650 318393 168824 3.44 2.42 61 3.14 2.79 71 1.38 168826 318394
168823 3.44 2.42 61 3.14 2.79 71 1.51 168826 318394

TURBINE HOUSING
Part
Number A/R
177207 0.91 (177280 & 283 Only)
177209 1.00 (177280 & 283 Only)
177211 0.88 (177284 Only)

18 19
 S300G BorgWarner S300G Upgrade Turbo for Cummins 5.9 Engines About S400SX
COMPRESSOR MAP TURBO FRAME DIMENSIONS AirWerks involvement in the sport compact arena created a and the suffix X was added to the standard model nomenclature to
BorgWarner first a purpose built, engineered for high performance, help distinguish this unique motorsport component from the standard
production turbocharger. commercial product assembled at the same location..

The formal S400SX turbo program came to life in 2004 as a project By the end of 2005 race season, the S400SX had begun to create a
Pressure Ratio

that teamed BorgWarner with GM Racing. The objective of the AirWerks
program was to help create reliable and consistent boost for GMs Pro
FWD sport compact race cars. After several meetings with the GM Racing
team, the basic design and performance targets were established.
The S400SX turbos were constructed under the supervision of the
BorgWarner Turbo and Emissions Systems Aftermarket product
development team and select members of the North American
Technical-Sport Center Headquarters. The units were built as prototypes
presence in the sport compact arena. The GM Racing Cobalt was the
first and only front-wheel-drive/four-cylinder to surpass 200mph in
the quarter mile. Moreover, it ran the quickest and fastest FWD pass
ever with 7.292s @ 201.61. The very same year, Brent Rau pushed
his Mitsubishi Eclipse to a new ET record of 6.976 and established a
new Pro Outlaw RWD MPH record of 198.29. The introduction of the
S400SX with these initial race teams proved to form lasting
relationships which are still honored today.

Compressor Flow (lbs/m)

DODGE 5.9 ENGINE PERFORMANCE TURBO UPGRADE CHART

BW TS Turbo
Model Transmission Stock Turbo Mfr. Model
Year Type Horsepower Part Number Number
1994 Auto 160
1994 Manual 175 174430 S300G
1994 One Ton Truck 240
1995 Auto 160
174430 S300G
1995 Manual 175

S400SX
1996 Auto 180
1996 Manual 215 174430 S300G
1996 California Emission 180
1997 Auto 180
1997 Manual 215 174430 S300G
1997 California Emission 180
1998 12 Valve Auto 180
1998 12 Valve Manual 215 174430 S300G
1998 12 Calif Emission 180
1998.5 12 Valve Auto & Manual 215 174430 S300G
1999 Auto 215
174430 S300G
1999 Manual 230
2000 Auto 215
174430 S300G
2000 Manual 230
2001 Auto 235
174430 S300G
2001 Manual 245
2002 Auto 235
174430 S300G
2002 Manual 245

20 21
 S400SX3 S400SX4
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS
5.75
Compressor map as displayed is applicable
- to part number 177101
4.622
4.21 4.21
4.43
3.25

Pressure Ratio
5.00
Pressure Ratio

5.00 2.75
2.75

5.34 5.55 5.34

4.21 4.21

3.25

5.00 5.00
2.75

Compressor Flow (lbs/m) Compressor Flow (lbs/m)

5.82 5.34 5.55 5.34

Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
177248 3.94 2.80 71 3.29 2.93 74 1.10 176807 318396 171701 3.94 2.80 71 3.77 3.47 88 1.32 171699 176391
177101 3.94 2.94 75 3.29 2.93 74 1.10 176807 318396 171702 3.94 2.94 75 3.77 3.47 88 1.32 171703 176391
176806 3.94 2.94 75 3.29 2.93 74 1.10 176807 176391

TURBINE HOUSING
Part
TURBINE HOUSING
Number A/R Part
176809 0.90 Number A/R

176810 1.00 176809 0.90

176812 1.25 176810 1.00
176812 1.25
COMPRESSOR COVER (176806 Only)
Part
Number
177212 (177248 Only)
177352 w/Attenuator
(177248 Only)
177354 w/Attenuator
(177101 Only)

22 23
 S400SX4 S510
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS

5.75
4.44 5.15
3.00
3.58
4.44

5.50 2.75

Pressure Ratio
2.75
5.58 5.58
Pressure Ratio

6.39 5.01
6.32 4.79
4.44
3.00
3.58

5.50 2.75
5.58 5.58
Compressor Flow (lbs/m) Compressor Flow (lbs/m)
6.39 5.01

6.32 4.79

Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
177287 4.32 3.16 80 3.77 3.47 88 1.32 176654 176391 Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit

174289 5.18 3.75 95 4.32 3.90 99 1.15 174291 176311

174290 5.18 3.75 95 4.32 3.90 99 1.45 174291 176311

24 25
BV50 K03-2072
TURBO COMPARISON TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS

1.73 2.08

Pressure Ratio
2.95
3.41

2.95
7.43

1.73 2.08

BorgWarner was the first manufacturer in the world to offer VTG turbochargers for gasoline engines in mass production. BV turbos employ materials and
designs that are optimally tuned to the high thermal loads in gasoline engines. BorgWarner has developed a robubst VTG mechanism that works reliably even
Compressor Flow (lbs/m) 2.95
7.43
in the toughest of conditions and also employ a CFD-Optimized vane design that provides excellent efficiency.

Manufacturer Vehicle Reference No. Year HP Litres Service Turbo No. Model SPec Remarks Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
Porsche 911 Turbo (997) 997.123.014.72 2005 480 3.6 5304 988 0060 BV50-2277 Stock Turbo (Right Side) 5303 988 0029 1.81 1.32 34 1.78 1.57 40 52 cm 5303 710 0511 5304 711 0000
Porsche 911 Turbo (997) 997.123.013.72 2005 480 3.6 5304 988 0061 BV50-2277 Stock Turbo (Left Side)
Porsche 911 GT2 (997) 997.123.078.71 2007 530 3.6 5304 988 0080 BV50-2280 Upgrade Turbo (Right Side)
Porsche 911 GT2 (997) 997.123.014.70 2007 530 3.6 5304 988 0081 BV50-2280 Upgrade Turbo (Left Side)

26 27
 K03-2075 K04-2075
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS
Audi Upgrade

1.73 2.08
2.95

Pressure Ratio
Pressure Ratio

3.41

2.95
7.43

A
1.73 2.08
2.95
3.41

2.95
Compressor Flow (lbs/m) 7.43
Compressor Flow (lbs/m)

Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
5303 988 0073 2.00 1.50 38 1.81 1.65 42 52cm 5303 710 0521 Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit

5304 950 0001 2.00 1.50 38 1.81 1.65 42 5cm 5303 711 0000

Application Model Engine Rated

Model Year Spec HP

Audi A3 1.8T, 96-01 1.8 liter 220

VW Beetle 5-Valve,
Transverse
Golf 1996 1.8 liter 220
5-Valve,
Transverse

28 29
K04-2075 K04-2275
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS

Audi Upgrade 2.13

4.65 Bolt circle
diameter 2.40
2.01

Pressure Ratio
1.73 2.08
1.79
Pressure Ratio

2.95
3.41

2.95 Audi Upgrade

7.43 4.14
7.22 2.13
4.65

1.73 2.08
2.01
2.95
3.41

Compressor Flow (lbs/m) 2.95 Compressor Flow (lbs/m)

7.43

4.14
7.22
Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
5304 988 0015 2.00 1.50 38 1.81 1.65 42 4 cm 5304 710 0503 5303 711 0000
5304 988 0023 2.20 1.65 42 1.97 1.65 42 5 cm 5304 710 0507 5303 711 0000

Application Model Engine Rated

Model Year Spec HP

Audi A4 95-99 1.8 liter 220

A6 / 1.8T 5-Valve,
Inline
Passat 96-99 1.8 liter 220
5-Valve,
Inline

30 31
 K16-2467 K26
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS
4.33 Bolt circle Bolt circle
diameter diameter 3.62

1.89
3.00
2.00

Pressure Ratio
2.94
Pressure Ratio

2.00
2.28 1.50
2.42

4.33 Bolt circle

diameter 4.21 2.63 Bolt circ
7.22 4.14 diamete
1.89

2.94

2.28
2.00
Compressor Flow (lbs/m)
2.42 Compressor Flow (lbs/m)

7.22 4.14 4.21 2.63

Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
5316 988 6717 2.39 1.60 41 2.17 1.81 46 7cm 5326-988-6720 2.60 1.73 44 2.52 1.88 48 6cm 5326 710 0507 5326 711 0028
5326-988-7042 2.60 1.80 46 2.52 2.17 55 8cm 5326 710 0522 5326 711 0015

32 33
 K27-3072 K29-3775
COMPRESSOR MAP TURBO FRAME DIMENSIONS COMPRESSOR MAP TURBO FRAME DIMENSIONS

Bolt circle 3.81 4.75

4.75
diameter
2.91 2.91
3.50
3.50
3.37
2.00
2.75 2.75
2.75
1.80
Pressure Ratio

7.34
Bolt circle
diameter

3.37
2.00
4.00
2.75
4.00
1.80

7.34 5.50 3.98

Compressor Flow (lbs/m) 5.50 3.98

Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service
Turbo Comp. Wheel Comp. Wheel Comp. Wheel Turbine Turbine Wheel Turbine Wheel Turbine Cartridge Service Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
Part Number O.D Inducer Dia. Inducer Dia. (mm) Wheel OD Exducer Exducer (mm) A/R Assembly Kit
5329 988 7115 3.70 2.79 70.93 3.23 2.80 71.00 17cm N/A 5331 711 0005
5327 988 7200 3.00 2.16 55 2.75 2.31 59 11cm 5327 710 0518 5326 711 0040

Utilizing Forged Milled

Compressor Wheel
(FMW) Technology
Stronger Than Cast Wheels
Higher Pressure Ratio
Resists High Cycle Fatigue

34 35
Introduction
The history of turbocharging is almost as old as that of the internal combustion
engine. As early as 1885 and 1896, Gottlieb Daimler and Rudolf Diesel investigated
increasing the power output and reducing the fuel consumption of their engines
by precompressing the combustion air.
In 1925, the Swiss engineer Alfred Bchi was the first to be successful with the
exhaust gas turbocharging and achieved a power increase of more than 40%.
This was the beginning of the gradual introduction of turbocharging into the
automotive industry.
The first turbocharger applications were limited to very large engines, e.g. marine
engines. In the automotive engine industry, turbocharging started with truck
engines. In 1938, the Swiss Machine Works Saurer built the first turbocharged
engine for trucks.
The Chevrolet Corvair Monza and the Oldsmobile Jetfire, the first turbo-powered
passenger cars, made their US market debut in 1962/63. Despite the maximum
technical outlay, however, their poor reliability caused them to disappear from the
market quickly.
After the first oil crisis in 1973, turbocharging became more acceptable in
commercial diesel applications. Until then, the high investment costs of
turbocharging were offset only by fuel cost savings, which were minimal.
Increasingly stringent emission regulations in the late 80s resulted in an increase
in the number of turbocharged truck engines, so that today, virtually every truck
engine is turbocharged.
Development
The development of turbochargers always follows market requirements, and has
therefore reached the same high technical standard as the internal combustion
engine. But development is far from being finished. As a result of the continuing
development of exhaust gas turbocharger technology, further improvements to the
engines operational characteristics with regard to power output, fuel consumption
and emissions can be expected in the future.
As turbochargers have to meet different requirements with regard to map height,
map width, efficiency characteristics, moment of inertia of the rotor and conditions
of use, new compressor and turbine types are continually being developed for
various engine applications. Furthermore, different regional legal emission
regulations lead to different technical solutions.
BorgWarner Turbo & Emissions
Systems Headquarters
- Kirchheimbolanden Germany
36
In the 70s, with the turbochargers entry into motor sports, especially into Formula
1 racing, the turbocharged passenger care engine became very popular. The word
turbo became quite fashionable. At that time, almost every automobile
manufacturer offered at least one top model equipped with a turbocharged gasoline
engine. However, this phenomenon disappeared after a few years because although
the turbocharged gasoline engine was more powerful, it was not economical.
Furthermore, the turbo-lag, the delayed response of the turbocharger, was at the
time still relatively large and not accepted by most customers.
The real breakthrough in passenger car turbocharging was achieved in 1978 with
the introduction of the first turbocharged diesel engine in the Mercedes-Benz 300
SD, followed by the VW Golf Turbodiesel in1981. By means of the turbocharger, the
diesel engine passenger cars efficiency could be increased, with almost gasoline
engine driveability, and the emissions significantly reduced.
Today, the turbocharging of gasoline engines is no longer primarily seen from the
performance perspective, but is rather viewed as a means of reducing fuel
consumption and environmental pollution on account of lower carbon dioxide
emissions. Nevertheless, some of the 60s and 70s fascination for turbocharging
still exists today. Currently, the primary reason for turbocharging is the use of
exhaust gas energy to reduce fuel consumption and emissions. Therefore,
turbochargers contribute considerably to environmental protection and the conservation
of energy resources.
The compressor and turbine wheels have the greatest influence on the
turbochargers operational characteristics. These wheels are designed by a means
of computer programs, which allow a three-dimensional calculation of the air and
exhaust gas flows. The wheel strength is simultaneously optimized by means of
the finite-element method (FEM), and durability calculated on the basis of realistic
driving cycles. The resulting solution is represented on CAD programs. On the basis
of CAD data, first prototypes are manufactured on numerically controlled 5-axis
milling machines,
Despite todays advanced computer technology and detailed calculation programs,
it is testing which finally decides on the quality of the new aerodynamic
components. The fine adjustment and checking of results is therefore carried out
on the turbocharger test stands. Afterwards, the new components are integrated
into production series turbochargers.
Matching
The vital components of a turbocharger are the turbine and the compressor. Both
are turbo-machines, which, with the help of modeling laws, can be manufactured
in various sizes with similar characteristics. Thus, by enlarging and reducing, the
turbocharger range is established, allowing the optimal turbocharger frame size to
be made available for various engine sizes. However, the transferability to other
frame sizes is restricted, as not all characteristics can be scaled dimensionally.
Furthermore, requirements vary in accordance with each engine size, so that it is
not always possible to use the same wheel or housing geometries. The model
similarity and modular design principle, however, permit the development of
turbochargers which are individually tailored to every engine. This starts with the
selection of the appropriate compressor on the basis of the required boost pressure
characteristic curve. Ideally, the full-load curve should be such that the compressor
efficiency is at its maximum in the main operating range of the engine. The distance
to the surge line should be sufficiently large.
The thermodynamic matching of the turbocharger is implemented by a means of
mass flow and energy balances. The air delivered by the compressor and the fuel
fed to the engine constitutes the turbine mass flow rate. In steady-state operation,
the turbine and compressor power outputs are identical (free wheel condition). The
matching calculation is iterative, based on compressor and turbine maps. As well
as the most important engine data.
Testing
The turbocharger has to operate as reliably and for as long as the engine. The
purchaser of a vehicle expects this from the vehicle manufacturer, and the vehicle
manufacturer from his supplier. Before a turbocharger is released for series
production, it has to undergo a number of tests. This test program includes tests of
Containment Test
If a compressor or turbine wheel bursts the remaining parts of the wheel must not
penetrate the compressor or turbine housing. To achieve this, the shaft and turbine
wheel assembly is accelerated to such a high speed that the respective wheel
The matching calculation can be very precise when using computer programs for
the calculated engine and turbocharger simulation. Such programs include mass,
energy and material balances for all cylinders and the connected pipework. The
turbocharger enters into the calculation in the form of maps. Furthermore, such
programs include a number of empirical equations to describe inter-relationships
which are difficult to express in an analytical way. The computational simulation
for the calculation of complex charging systems with several turbochargers and
additional charger components is of special interest. Computer simulation can only
be considered as a supplement to testing, as the simulation itself is based on a
number of assumptions.
For vehicle engines, the precision of a simple matching calculation to determine
the appropriate compressor and the matching turbine is usually sufficient. Because
the turbocharger is constructed in accordance with a modular design, the required
boost pressure can be reached much quicker during an engine test by changing
individual turbocharger components such as the turbine or compressor housing.
Besides thermodynamic considerations, a constructive adaptation of all connections
to the engine is necessary to take into account the limited installation possibilities
in the engine compartment. After selections of the compressor and the turbine and
completion of the installation drawing, the customer can integrate the turbocharger
into the engine and vehicle drawings by means of the CAD data package.
individual turbocharger components, tests on the turbocharger test stand and a
test on the engine. Some tests from this complex testing program are described
below in detail.
bursts. After bursting, the housings containment safety is assessed. The burst
speed is typically 50% above the maximum permissible speed.
North American Sales and Technical Center
- Arden, North Carolina
37
 Low-cycle Fatigue Test (LCF Test)
The LCF test is a load test of the compressor or turbine wheel resulting in the
components destruction. It is used to determine the wheel material load limits. The
compressor or turbine wheel is installed on an overspeed test stand. The wheel is
Wastegate Test
During the wastegate test, the load tolerance of the metal components and of the
diaphragm is tested. To this end, an actual load in stroke direction and perpendicular
to it is simulated on a gas stand. The components have to endure 1.5 million load
Rotor Dynamic Measurement
The pulsating gas forces on the turbine affect the rotational movement of the rotor.
Through its own residual imbalance and through mechanical vibrations of the engine,
it is simulated to vibrate. Large amplitudes may therefore occur within the bearing
clearance and lead to instabilities, especially when the lubricating oil pressures are
to low and the oil temperatures too high. At worst, this will result in metallic contact
and abnormal mechanical wear.
Turbine Blade Vibration Measurement
This method allows measurement of the dynamic stresses on the turbine blades
during engine operation at the highest temperatures. High-temperature straining
gauges, which are fixed onto the turbine blades at points of maximum stress, are
used as transducers. The measured signals are transmitted to the measuring
instruments by means of a small, telemetric system that rotates with the
Piston Ring Leakage Test
In actual operating conditions, the lubricating oil must not get into the compressor or
into the turbine. The turbocharger is therefore tested, together with the engine, on
an engine test stand at all possible load and speed points.
To test the compressor-side piston ring, a negative pressure is gradually generated
at the compressor inlet, as might be produced in service by a dirty air filter. At any
Start-Stop Test
The temperature drop in the turbocharger between the gases at the hot turbine side
and at the cold compressor inlet can amount to as much as 1000C in a distance of
only a few centimeters. During the engines operation, the lubricating oil passing
through the bearing cools the center housing so that no critical component
temperatures occur. After the engine has been shut down, especially from high loads,
heat can accumulate in the center housing, resulting in coking of the lubricating oil.
It is therefore of vital importance to determine the maximum component temperatures
Cyclic Endurance Test
The checking of all components and the determination of the rates of wear are
included in the cycle test. In this test, the turbocharger is run on the engine for several
38
accelerated by means of an electric motor until the specified tip speed is reached
and then slowed down. On the basis of results and the components S/N curve, the
expected lifetime can be calculated for every load cycle.
cycles without being damaged. This is approximately double the required lifetime in
the real driving cycle.
The motion of the rotor is measured and recorded by the contactless transducers
located in the suction area of the compressor by means of the eddy current method.
In all conditions and at all operating points, the rotor amplitudes should not
exceed 80% of maximum possible values. The motion of the rotor must not show
any instability.
turbocharger. At specific speeds, the blades can be excited to resonance vibrations
that can endanger the turbochargers operational safety. In order to eliminate the risk
of excessive dynamic stressing of the turbine blades, all models are examined with
regard to their vibration characteristics and then optimized.
operating point, up to a certain negative pressure, no oil fouling of the compressor
must occur.
To test the turbine-side piston ring, a positive pressure is gradually built up in the
engines crankcase, as might occur through a blocked engine breathing system. Here
too, up to a certain limiting value, no oil leakage should occur.
at the critical points, to avoid the formation of lacquer and carbonized oil in the
turbine-side bearing area and on the piston ring.
After the engine has been shut down at the full-load operating point, the
turbochargers heat build-up is measured. After a specified number of cycles, the
turbocharger components are inspected. Only when maximum permissible component
temperatures are not exceeded and the carbonized oil quantities around the bearing
are found to be low, is this test considered passed.
hundred hours at varying load points. The rates of wear are determined by the detailed
measurements of the individual components, before and after the test.
Warranty
Limited Warranty: BorgWarner Turbo Systems Inc. (BWTS)
warrants that its goods or merchandise will be free from defects
in material and workmanship for its intended use and service. This
Warranty shall extend for a period of twelve (12) months from the
date of purchase by end user. BWTS will repair or provide a
replacement product, at BWTSs sole option, for any defective part.
Replaced parts will be warranted in time only through the
remaining period of this Warranty. BWTS shall not be obligated to
repair or replace any defective part unless it receives notice, in
writing, within 14 days of discovery of a defect. Any action for
breach of warranty, contract or otherwise, shall be barred unless
BWTS is provided with notice as provided herein. Specifically
excluded from this Warranty are design defects or defects or
damage caused by improper installation, misuse, neglect, improper
maintenance, handling or operation of the product or unauthorized
repair or alterations or externally induced physical damage.
Further, this Warranty shall not apply if any person attempts to
repair or replace the defective part without BWTSs written
authorization. Any auxiliary equipment sold hereunder and not
manufactured by BWTS carries only such warranty as given by the
manufacturer thereof and which is hereby assigned without
recourse to BWTS. No warranty is made for any other claims or
special, indirect or consequential damages (including but not
limited to component removal or installation, equipment down
time, prospective profits or other economic losses) because of any
defect deemed warrantable by BWTS.
THIS IS BWTSS SOLE WARRANTY AND IS IN LIEU OF ALL OTHER
WARRANTIES, EXPRESS OR IMPLIED, INCLUDING, WITHOUT LIMITATION,
IMPLIED WARRANTY OF MERCHANTABILITY, OR FITNESS FOR A
PARTICULAR PURPOSE. No representative or distributor of BWTS
has the authority to change or alter this Warranty. This Warranty
may only be modified by an agreement signed by an authorized
officer of BWTS.
Any claim made under this limited warranty must be presented to
BWTS, with valid proof of date of purchase by end-user. All
merchandise or goods shipped to BWTS, for warranty
consideration, must be shipped prepaid - freight collect shipments
will be refused.
NO WARRANTY ON COMPETITION APPLICATIONS OR APPLICATIONS
NOT APPROVED IN WRITING BY BORGWARNER TURBO SYSTEMS.
39