Complete in-house rebuild service for Toyota performance turbochargers. 7M-GTE CT26, 3S-GTE CT26 and CT20B, 2JZ-GTE CT12B and CT20, 1JZ-GTE CT12A. USDM and JDM. Every JDM rebuild includes ceramic to Inconel turbine wheel upgrade as standard. In-house VSR balancing since 2008.
JDM-spec Toyota turbos left the factory with ceramic turbine wheels. Toyota used ceramic to reduce rotational inertia and improve spool response. The tradeoff is durability. Ceramic wheels are brittle. Under sustained high boost, heat cycling, or any spike above what the wheel is designed for, they can shatter. When that happens, fragments get ingested into the engine and destroy pistons and valves on the way through.
At Boost Lab, Inc. we install an Inconel turbine wheel on every JDM Toyota rebuild as standard. Inconel is a nickel superalloy that handles the same heat as ceramic at a fraction of the fragility. The upgrade happens during the rebuild: your turbo ships back with an Inconel wheel installed and balanced in-house. No additional charge, no option to skip it.
| Attribute | Ceramic (OEM JDM) | Inconel (Boost Lab Standard) |
|---|---|---|
| Durability | Brittle. Shatters under sustained boost or heat shock | Impact and heat resistant. Will not shatter |
| Failure Mode | Catastrophic. Fragments destroy pistons and valves | Gradual wear. No sudden fragmentation |
| Boost Tolerance | Factory boost levels only | Handles performance boost levels reliably |
| Our Policy | Not installed by Boost Lab on any rebuild | Installed standard on every JDM Toyota rebuild |
We rebuild all Toyota performance turbocharger platforms from the MA70 Supra through the JZA80. Both USDM and JDM configurations covered. JDM units receive Inconel wheel upgrades as standard.
MA70 Supra / Soarer: Steel Turbine, Both Markets
The single CT26 on the 7M-GTE is a water-cooled journal bearing unit. Steel turbine wheel on both USDM and JDM. Common failures are oil coking from hot shutdowns and bearing wear from restricted oil supply. The 7M-GTE had a known head gasket issue that can allow coolant into the oil. CHRA part number 17202-42060.
Applications: 1987-1993 Toyota Supra MA70 (USDM) / 1988-1991 Toyota Soarer (JDM)
Celica GT Four ST165: JDM Ceramic, Inconel Upgrade
The original 3S-GTE in the ST165 Celica GT Four. JDM units use a ceramic turbine wheel, upgraded to Inconel on every rebuild. Smaller and lower boost than later 3S-GTE variants. Toyota's Group A WRC weapon.
Applications: 1987-1989 Toyota Celica GT Four ST165 (JDM)
ST185 Celica / MR2 SW20: JDM Ceramic / USDM Steel
JDM MR2 SW20 Rev 1/2 and JDM Celica GT Four ST185 use ceramic wheels, Inconel upgrade standard. USDM MR2 Turbo (SW20) uses a steel wheel. The generation most commonly seen in USDM MR2 Turbo builds.
Applications: 1989-1993 Celica GT Four ST185 / 1990-1995 MR2 Turbo SW20
MR2 SW20 Rev 3 / Celica ST205: JDM Ceramic, Inconel Upgrade
The CT20B is a significant upgrade in flow capacity over the CT26. Common on SW20 MR2 Rev 3 (1994+) and the Celica ST205 GT Four WRC homologation car. Ceramic wheel upgraded to Inconel standard.
Applications: 1994-1999 MR2 Turbo SW20 Rev 3 / Celica GT Four ST205 (JDM)
Soarer / Chaser / Supra JZA70 / Mark II: JDM Ceramic, Inconel Upgrade
Sequential twin turbo system. Both turbos are ceramic-wheeled JDM units, Inconel upgrade applied to both. Primary turbo at low RPM, secondary comes online around 4,000 RPM.
Applications: Toyota Soarer JZZ30 / Chaser JZX90 / Supra JZA70 / Mark II / Crown 1JZ-GTE variants
JZA80 Supra JDM / Soarer / Aristo: Ceramic, Inconel Upgrade
JDM 2JZ-GTE uses CT20 twin turbos with ceramic turbine wheels. Bound by Japan's 280PS gentlemen's agreement. The ceramic wheels are the primary reliability concern for any JDM 2JZ-GTE running above factory boost. Inconel upgrade applied to both turbos standard.
Applications: JZA80 Supra (JDM) / Soarer JZS147 / Aristo JZS161
JZA80 Supra USDM: Steel Turbine, Standard Rebuild
USDM 2JZ-GTE uses CT12B sequential twin turbos with steel turbine wheels. Produces more power in factory form (320hp vs 280ps JDM) and is significantly more durable at elevated boost levels. The most common Toyota twin turbo we see.
Applications: 1993-1998 Toyota Supra JZA80 (USDM)
Search by Toyota OEM part number, turbo model, engine code, or application. JDM and USDM variants often have different numbers for what is externally the same turbo body but with different turbine wheel materials.
| Part Number | Turbo Model | Engine | Application | Market / Notes |
|---|---|---|---|---|
| 7M-GTE CT26 | ||||
| 17201-42020 | CT26 / CT26S2 | 7M-GTE 3.0L | 1987-1993 Toyota Supra MA70 | USDM & JDM |
| 17201-42030 | CT26 / CT26S2 | 7M-GTE 3.0L | 1987-1993 Toyota Supra MA70 / 1988-1991 Soarer | USDM & JDM |
| 17202-42060 | CT26 CHRA | 7M-GTE 3.0L | Toyota Supra MA70 Center Section | CHRA Only |
| 17292-17010 | CT26 Bearing Housing | 7M-GTE | Toyota Supra MA70 | Component |
| 17290-17010 | CT26 Turbine Wheel | 7M-GTE | Toyota Supra MA70 | Component |
| 3S-GTE Gen 1 (ST165) | ||||
| 17201-74010 | CT26C1 | 3S-GTE 2.0L | 1987-1989 Toyota Celica GT Four ST165 | JDM, Ceramic Upgrade |
| 1720174010 | CT26C1 | 3S-GTE 2.0L | 1987-1989 Toyota Celica GT Four ST165 | JDM, Ceramic Upgrade |
| 3S-GTE Gen 2 (ST185 / MR2) | ||||
| 17201-74020 | CT26 | 3S-GTE 2.0L | 1989-1993 Toyota Celica GT Four ST185 / MR2 SW20 | JDM, Ceramic Upgrade |
| 17201-74030 | CT26 | 3S-GTE 2.0L | 1989-1993 Celica ST185 / 1991-1995 MR2 Turbo SW20 | JDM & USDM |
| 17201-74060 | CT26 | 3S-GTE 2.0L | 1989-1995 Toyota MR2 Turbo SW20 / Celica ST185 | USDM / JDM interchangeable |
| 1720174030 | CT26 | 3S-GTE 2.0L | Toyota MR2 Turbo SW20 / Celica GT Four ST185 | JDM & USDM |
| 1720174060 | CT26 | 3S-GTE 2.0L | Toyota MR2 Turbo SW20 / Celica GT Four ST185 | JDM & USDM |
| 17201-74040 | CT20B | 3S-GTE 2.0L | 1994-1999 Toyota MR2 Turbo SW20 Rev 3 / Celica ST205 | JDM, Ceramic Upgrade |
| 17201-74050 | CT20B | 3S-GTE 2.0L | 1994-1999 Toyota MR2 SW20 Rev 3 | JDM, Ceramic Upgrade |
| 17201-74070 | CT20B | 3S-GTE 2.0L | 1994-1999 Toyota MR2 SW20 / Celica ST205 | JDM, Ceramic Upgrade |
| 17201-74080 | CT20B | 3S-GTE 2.0L | 1994-1999 Toyota MR2 SW20 Rev 3 / Celica ST205 WRC | JDM, Ceramic Upgrade |
| 1JZ-GTE CT12A Twin | ||||
| 17201-46010 | CT12A (Primary) | 1JZ-GTE 2.5L | Toyota Soarer JZZ30 / Chaser JZX90 / Supra JZA70 | JDM, Ceramic Upgrade |
| 17208-46010 | CT12A (Secondary) | 1JZ-GTE 2.5L | Toyota Soarer JZZ30 / Chaser JZX90 / Supra JZA70 | JDM, Ceramic Upgrade |
| 17201-46020 | CT12A | 1JZ-GTE 2.5L | Toyota Soarer JZZ30 / Chaser JZX90 | JDM, Ceramic Upgrade |
| 17208-46020 | CT12A | 1JZ-GTE 2.5L | Toyota Soarer JZZ30 / Chaser JZX90 | JDM, Ceramic Upgrade |
| 2JZ-GTE JDM CT20 Twin | ||||
| 17201-46030 | CT20A (Primary) | 2JZ-GTE 3.0L | 1993-2002 Toyota Supra JZA80 JDM | JDM, Ceramic Upgrade |
| 17201-46040 | CT20A (Secondary) | 2JZ-GTE 3.0L | 1993-2002 Toyota Supra JZA80 JDM | JDM, Ceramic Upgrade |
| 17208-46030 | CT20A (Primary) | 2JZ-GTE 3.0L | Toyota Supra JZA80 / Soarer JZS147 JDM | JDM, Ceramic Upgrade |
| 17208-46040 | CT20A (Secondary) | 2JZ-GTE 3.0L | Toyota Supra JZA80 / Soarer JZS147 JDM | JDM, Ceramic Upgrade |
| 17201-46010 | CT20 / CT20A | 2JZ-GTE 3.0L | Toyota Soarer JZS147 2JZ-GTE (JDM) | JDM, Ceramic Upgrade |
| 17201-46020 | CT20 / CT20A | 2JZ-GTE 3.0L | Toyota Soarer JZS147 2JZ-GTE (JDM) | JDM, Ceramic Upgrade |
| 2JZ-GTE USDM CT12B Twin | ||||
| 17208-46030 | CT20A Billet Comp Wheel | 2JZ-GTE 3.0L | Toyota Supra JZA80 JDM CT20A | Component Ref |
| 17291-54030 | CT20A Compressor Wheel | 2JZ-GTE 3.0L | Toyota Supra JZA80 JDM CT20A | OEM Component |
| 17201-46030 | CT12B (Primary) | 2JZ-GTE 3.0L | 1993-1998 Toyota Supra JZA80 USDM | USDM, Steel Wheel |
| 17208-46030 | CT12B (Secondary) | 2JZ-GTE 3.0L | 1993-1998 Toyota Supra JZA80 USDM | USDM, Steel Wheel |
| 17201-46050 | CT12B | 2JZ-GTE 3.0L | Toyota Supra JZA80 USDM | USDM, Steel Wheel |
| 17208-46050 | CT12B | 2JZ-GTE 3.0L | Toyota Supra JZA80 USDM | USDM, Steel Wheel |
| 17201-46060 | CT12B | 2JZ-GTE 3.0L | Toyota Supra JZA80 USDM (late) | USDM, Steel Wheel |
| 17208-46060 | CT12B | 2JZ-GTE 3.0L | Toyota Supra JZA80 USDM (late) | USDM, Steel Wheel |
No results? Contact us at sales@theboostlab.com with your turbo part number and we can confirm.
The most catastrophic failure mode on JDM Toyota turbos. Ceramic wheels shatter under sustained boost above factory limits, heat shock, or boost spikes. Fragments are ingested into the engine and destroy pistons, valves, and sometimes the cylinder head. This is why we upgrade every JDM unit to Inconel as a matter of policy, not as an option.
The 2JZ-GTE and 7M-GTE are frequently pushed hard and shut down without cooldown. The sequential system on the 1JZ and 2JZ also means the secondary turbo may not always receive adequate oil circulation at idle, so coking in the secondary is common even on relatively low-mileage units.
The mid-engine layout of the SW20 MR2 means the oil travels a longer path to the turbo. Any restriction in the oil feed line, degraded oil pump, or lean oil level accelerates bearing wear. We replace the oil feed line as part of the standard process on MR2 units.
The 7M-GTE has a well-documented head gasket failure history. When the head gasket fails, coolant enters the oil system. Contaminated oil causes accelerated bearing wear and scoring in the turbo. We check for signs of coolant contamination during teardown.
The sequential twin turbo system uses a primary turbo for low-RPM boost and a secondary that comes online at higher RPM. When the transition valves stick, fail, or develop leaks, one turbo sees abnormal conditions. Both turbos must be inspected when either one comes in.
The CT26 internal wastegate is known to crack or warp under sustained high-boost use, causing boost creep, boost pressure climbing beyond the wastegate set point. The CT20B on later 3S-GTE applications is more robust in this regard.
Ceramic reduces the rotational mass of the turbine wheel significantly compared to metal. Less rotating mass means faster spool response. Toyota prioritized response in the sequential twin turbo setups on the 1JZ and 2JZ, and ceramic wheels were the way to achieve it at the time. The tradeoff is that ceramic is brittle. Factory boost levels on a stock engine are within the limits. Any meaningful increase is not.
The Inconel wheel is slightly heavier than ceramic, which can affect spool time by a small margin on completely stock setups. In practice the difference is not noticeable on most street builds and is far outweighed by the durability gain. For any car running above factory boost the Inconel wheel is the only sensible choice. The Inconel wheel is precision balanced in-house as part of every rebuild.
The fastest way is the turbo part number. JDM uses CT20 turbos (17201-46030 / 17201-46040). USDM uses CT12B turbos. You can also check the intake manifold: JDM uses a MAP sensor while USDM uses a MAF sensor. Contact us with the turbo part numbers from the casing and we can confirm.
Yes, and we recommend it. On the 1JZ and 2JZ sequential systems the primary and secondary wear at different rates. By the time one needs a rebuild the other is rarely far behind, and the labor of pulling the entire system is the same whether you rebuild one or both. We price twin turbo rebuilds as a pair.
Submit the rebuild form at repair.theboostlab.com first. Drain residual oil, plug all ports, and double-box with foam padding. For sequential twin turbo systems, ship both turbos together in the same box. Ship via UPS or FedEx to 37833 Pineapple Ave, Unit A, Dade City, FL 33523. We will send a receiving confirmation.
Start your rebuild request in our repair system. JDM Toyota turbos receive Inconel wheel upgrades as standard. Every job is documented from intake through return shipment.
Boost Lab, Inc. · 37833 Pineapple Ave, Unit A, Dade City, FL 33523 · 813-443-0531 · sales@theboostlab.com