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Buying Guide
Turbochargers & Superchargers Buying Guide
Forced induction components are high-precision, high-value parts. Buying used can yield significant savings — but the inspection process and installation prep are more involved than for most other components.
Turbochargers
Turbochargers spin at 100,000–200,000 RPM on a thin film of engine oil. Their condition is directly dependent on oil change discipline in the donor vehicle. When sourcing a used turbocharger:
Inspect for shaft play: With the turbo in hand, grasp the compressor wheel and check for:
Radial (side-to-side) play — any noticeable movement indicates worn center bearings
Axial (in-and-out) play — a very small amount is normal; excessive play means thrust bearing wear
Spin the wheel freely — it should coast smoothly with no rubbing, grinding, or contact with the housing
Check the compressor and turbine wheels: Look for bent, chipped, or eroded blades. Even minor blade damage creates imbalance at operating speed, which destroys bearings quickly.
Oil ports: Inspect the oil feed and return ports for sludge — sludged ports indicate the donor vehicle had infrequent oil changes, and the bearing surfaces inside will reflect this.
When installing any used turbo:
Pre-lube the oil feed port with clean engine oil before starting
Replace the oil feed and return lines (or at minimum flush them)
Replace the oil feed line banjo bolt filter/screen
Allow the engine to idle for 2–3 minutes before driving hard, to establish oil pressure to the bearings
Superchargers
Superchargers (Roots-type, twin-screw, or centrifugal) are belt-driven and do not share the oil-dependency concerns of turbochargers. Inspection focuses on:
Rotors for wear or contact marks
Bypass valve (for boost release at throttle lift) for proper operation
Snout/nose drive gear condition (Roots-type)
Bearing noise (spin by hand — should be smooth and quiet)
Supercharger oil fill (internal lubrication) should be changed whenever the unit is installed — use the manufacturer-specified supercharger oil, not engine oil.
The intercooler cools compressed air from the turbo or supercharger before it enters the engine — cooler air is denser, producing more power and reducing knock risk. When inspecting a used intercooler:
Check end tanks for cracks (aluminum end tanks crack at weld seams from pressure cycling)
Inspect the core for crushed fins or physical damage from road debris
Perform a pressure test if possible — submerge in water while pressurized to 15–20 PSI and look for bubbles
Fitment: Intercoolers are often vehicle-specific for mounting points, inlet/outlet size, and core dimensions. Bar-and-plate cores are more robust than tube-and-fin for high-heat applications.
Charge piping: The intercooler is only as good as its connecting pipes. Cracked boost pipes between the turbo, intercooler, and throttle body are a common source of boost leaks that mimic turbo failure. Pressure-test the full system after installation.