The notorious T67 Turbo from Trust / Greddy is hands down one of the more popular 750HP rated turbochargers due to its quick spool.

The T67-25g is a large hybrid turbo from GReddys T-power spec Turbos that are known for reliability despite the fact they are oil only turbo’s meaning they aren’t water cooled and also offer the great performance for the street and competition. The T67 is recommended for engine sizes 2.5L – 4.0L, has two exhaust housing options of 8cm & 10cm with V-band outlet and incorporates an extra large free-floating journal bearing with a large diameter center shaft for longer lifespan.

Garrett’s popular GT35r is the most comparable turbo to the T67-25g, in both size and hp rating but the T67 is more sought after as it’s known to spool up 500rpm faster that the 35r if you choose the 8cm housing, there has been some speculation that the T67 turbo is extremely laggy but its mainly due to the use of the 10cm housing, like all turbochargers you must choose the correct size housing as it will determine how much usable power, response and how streetable your turbo is.

Although stated that the T67 Turbo is for use on engine’s sized 2.5L – 4.0L, it is available in bolt on upgrades kits for 2.0L engines such as the MR2’s 3SGTE, matched on small engines it should only be used in high end performance as it will hit 20psi by 4500k and hold right through til redline.

The compressor housing has a 4″ inlet and 2.5″ outlet with slip-on connections, The ehxaust housings are divided T4 flanged with 3″ V-Band discharge. To sum it all up its a great alternative to ball bearing turbo’s as for the price of a decent ball bearing tubby you will get a whole bolt on kit with a T67 turbocharger.

RRP $2200

Tech Specs

Rated HP: 750

I have to say that the CT26 is one of the most misunderstood turbochargers in the history of turbos, it is brain teaser to figure out but is not as complicated as a rubix cube.

Most people steer clear of them because they run out of puff and just become a hair dryer after 15 psi and pump out nothing but hot air, But for Toyota’s complete in house design it’s not such a bad Turbocharger seeming how it will shit 300hp up the wall easy, even compared to the Disco Potato. As far as reliability goes it will out last and engine it looked after and common failure is popping a oil seal which is a quick fix anyway.   There are three different types of the CT26, there is CT26 from the Toyota Supra, Cressida and Soarer which has a steel wheel, is single entry, has different mounts for the wastegate, Then there is the CT26-a from the MR2 and Celica GT4 3SGTE engines know as the twin entry. First of all twin entry does not mean that the Compressor wheel has two sets of blades because thats normal, it mean the tubing inlet flange is split down the middle, why? so the gas flows across the rear of the Turbine wheel evenly.

While not being the most effective means of spooling, it does however keep the wheel temp a bit lower, which will help if you own a Import 2nd GEN 3SGTE as some had ceramic wheels. Factory wastegate for 89-93 is 8.5psi to 10psi, these are water and oil cooled and the shaft float in a coat of oil in the sleeve bearings.

Spooling is slightly better on the Supra’s CT26 as the single entry housing has a better design, but if you own the CT26a with a ceramic wheel spooling is also good with a decrease of lag, only issue how ever is how do you feel about a shattering wheel at 140,000rpm, not friendly, all variations of the CT26 have and internal wastegate , dump pipes are also different patterns and watch out for the ct26′s being sold cheap on E-bay as they list MR2 and Celica but turns out the only fit supra’s and land cruiser.

As far as upgrade goes for more top end boost clip the exhaust wheel but you will sacrifice a bit down low, and if you wish for that extra puff above 15psi a common mod is to fit Garrett T04e compressor wheel and re-bore the comp cover to end that struggle after 6000rpm (who seriously goes that hard all day long anyway), it’s not as good as a T4 but you will see a nice gain up to 16-18psi max, some people go a higher trim but this has had bad experience with shaft snapping and is also dyno proven to be more lag yetmore efficant by 3% for the 60trim. For anyone who thinks the ct26 isn’t that great, think of any other 2.0 twin cam engine like the 3SGTE that was produced in early 1990s erra that runs just as good, only other car being a SR20 which was garrets turbo anyway, So at the end of the day if you want to run up to 15psi keep your CT26, if you want 15-18psi High flow it with a Garrett T4 wheel, or for up to 15psi with a quicker spool get a CT20B, And when you are ready to upgrade to a larger turbo you would want to get some internal work done and a programmable ECU, cus there’s been plenty of engine’s blow to a CT26 and high boost.

CT26a RRP: $350 – $800

Tech Specs