⚠ CUSTOM TUNING REQUIRED

Custom tuning is required for the SL-100-009. The Stage 2 turbocharger moves substantially more air than the factory GTP38 configuration and is not designed to operate correctly on the factory calibration. Running the SL-100-009 without the proper calibration can leave the turbocharger underboosted or operating below its intended airflow range, limit performance, and create drivability issues because the turbocharger, injectors, fueling system, and engine calibration are not properly matched. A custom calibration from a qualified 7.3L Powerstroke tuner should be matched to the upgraded turbocharger, injectors, fueling system, high-pressure oil system, and supporting modifications before the vehicle is driven. SPOOLOGIC does not supply, write, sell, or assist with custom tuning. The Stage 2 designation refers to the turbocharger performance tier and is not the name of a specific calibration.

Power Support

The SL-100-009 is designed for higher-output 7.3L Powerstroke combinations using larger injectors, increased fuel delivery, custom tuning, and the supporting intake, charge-air, and exhaust modifications required to use the turbocharger’s additional airflow capacity. The turbocharger itself does not create a fixed horsepower number. Injector size, high-pressure oil supply, fuel delivery, calibration, engine condition, and the overall combination determine final engine output, while the SL-100-009 provides the airflow capacity needed to support more aggressive builds.

Ceramic Dual Ball Bearing & Finned Aluminum Center Section

The SL-100-009 is the premium center-section design in the SPOOLOGIC 7.3L GTP38/GTP38R turbo lineup. Instead of supporting the rotating assembly with conventional journal bearings and a separate thrust bearing, the Stage 2 uses a hybrid ceramic dual ball-bearing cartridge housed inside a finned aluminum center section. This GTP38R-style architecture addresses bearing performance and turbocharger thermal management from both directions: the ball-bearing cartridge reduces friction and heat generation around the shaft, while the finned aluminum center housing is designed to move and reject heat more efficiently.

The result is more than a larger compressor wheel installed in a conventional GTP38 center section. The bearing system, center housing, compressor, turbine, and turbine housing are engineered as a complete higher-performance rotating assembly.

Hybrid Ceramic Dual Ball Bearing Cartridge

The SL-100-009 uses silicon nitride ceramic rolling elements operating in steel bearing races. Silicon nitride is substantially lighter than bearing steel, reducing centrifugal loading on the rolling elements as turbocharger shaft speed increases. The ceramic-to-steel interface also resists the adhesive wear mechanisms associated with steel-on-steel rolling contact.

• Silicon nitride ceramic balls: Si3N4 ceramic rolling elements have roughly 60% less mass than comparable steel balls, reducing centrifugal load at high shaft speed.
• Lower bearing friction: The rolling-element cartridge reduces friction compared with a conventional hydrodynamic journal-bearing assembly, helping the rotating group respond more quickly to changes in exhaust energy.
• Faster transient response: Garrett has published ball-bearing turbocharger response improvements of roughly 15% compared with comparable journal-bearing configurations. Previous GTP38 platform testing has shown boost beginning approximately 200 engine RPM sooner with the ball-bearing architecture.
• Radial and axial load control: The angular-contact dual ball-bearing cartridge supports both radial shaft loads and axial thrust loads in the same bearing system rather than relying on a separate conventional thrust washer.
• No separate 270-degree thrust bearing: Eliminating the conventional journal-and-thrust-bearing arrangement removes a common high-load wear point found in standard GTP38 center sections operating at elevated boost.
• Improved lubrication margin: Rolling-element ceramic bearing systems are inherently less dependent on maintaining the full hydrodynamic oil film required by a journal bearing. Proper clean oil supply is still mandatory, and oil starvation or contaminated-oil damage is not considered normal or warrantable operation.

Finned Aluminum Center Section

The hybrid ceramic dual ball-bearing cartridge is housed in a finned aluminum center section rather than the conventional cast center housing used on the standard GTP38 platform. Aluminum provides substantially greater thermal conductivity than cast iron, while the external fin array increases the amount of housing surface exposed to moving underhood air. Together, those design choices help move heat away from the bearing region and reject it from the center housing more efficiently.

• Higher thermal conductivity: Aluminum conducts heat roughly two to three times more effectively than typical cast-iron turbo center-housing material, allowing heat to move away from the bearing region more quickly.
• Reduced post-shutdown heat soak: Faster heat transfer away from the bearing area helps increase the thermal margin between the oil surrounding the center section and temperatures where oil deposits and coking can become a concern.
• Passive cooling fins: External fins increase surface area for convective heat rejection while the engine is operating and during the critical heat-soak period after shutdown.
• Lower center-section mass: Aluminum has roughly 60% lower material density than cast iron, allowing a considerably lighter center housing and reducing unnecessary mass supported by the turbo pedestal and its sealing surfaces.
• Purpose-built ball-bearing housing: The finned center section is designed around the hybrid ceramic bearing cartridge rather than adapting the Stage 2 rotating assembly to a conventional journal-bearing housing.

66/88/94mm 6+6 Billet Compressor Wheel & 4-Inch Anti-Surge Inlet

The compressor side of the SL-100-009 uses a 66/88/94mm 6+6 billet aluminum compressor wheel inside a large 4-inch anti-surge compressor housing. Compared with the factory GTP38 compressor, the Stage 2 assembly provides substantially greater airflow capacity for larger-injector and higher-output combinations. The anti-surge inlet helps broaden the usable operating range of the compressor and helps reduce compressor surge as airflow demand and boost increase.

• Inducer: 66mm
• Exducer: 88mm
• Extended-Tip Diameter: 94mm
• Blade Design: 6+6 — six full-length main blades and six splitter blades
• Material: Billet aluminum
• Compressor Inlet: 4-inch anti-surge design

Upgraded 76/70mm Turbine Wheel

The larger Stage 2 compressor is matched to an upgraded 76/70mm turbine wheel rather than a stock-size GTP38 turbine assembly. The larger turbine provides the exhaust-flow capacity needed to complement the 66mm compressor at higher engine output levels, helping reduce turbine-side restriction and drive pressure compared with relying on a stock-size turbine wheel in a high-airflow combination.

• Turbine Inducer: 76mm
• Turbine Exducer: 70mm
• Configuration: Upgraded performance turbine wheel
• Purpose: Increased exhaust-flow capacity matched to the Stage 2 compressor assembly

Ceramic Coated Turbine Housing

The SL-100-009 turbine housing receives a high-temperature ceramic coating to help retain exhaust heat within the turbine side while reducing radiant heat transferred into the surrounding engine compartment. Keeping more exhaust energy inside the turbine housing supports turbine efficiency, while reduced radiant heat helps protect nearby boots, wiring, hoses, and other heat-sensitive components. The coating also provides a durable finished appearance appropriate for the Stage 2 performance package.

Non-EBPV Delete Pedestal

The SL-100-009 uses a SPOOLOGIC non-EBPV turbo pedestal and non-EBPV outlet plate instead of retaining the factory exhaust back-pressure valve assembly. Removing the EBPV flap from the exhaust path reduces restriction and eliminates the EBPV valve assembly as a potential exhaust leak, oil leak, and future service point. A SPOOLOGIC EBPV terminator is included for the factory electrical connection after the EBPV assembly is removed.

30 PSI Wastegate Actuator

The SL-100-009 includes the upgraded SPOOLOGIC 30 PSI wastegate actuator as standard equipment. The higher-pressure actuator keeps the internal wastegate closed longer than the factory-style 22 PSI actuator used on the Stock and Stock Plus GTP38 configurations, allowing the larger Stage 2 compressor and turbine combination to operate within its intended higher-boost range.

A compatible boost fooler / overboost code regulator is required. The higher boost capability can exceed the pressure range expected by the factory PCM and trigger an overboost-related check-engine light. The boost fooler addresses the factory boost-monitoring limitation; it does not replace the custom tuning required to properly calibrate fueling and engine operation for the Stage 2 turbocharger.

Recommended Supporting Mods

The SL-100-009 is intended for a properly supported performance build rather than a completely stock 7.3L Powerstroke. Supporting components should be selected around injector size, intended power level, vehicle use, and the calibration strategy.

• Custom tuning matched to the upgraded turbocharger, injectors, fueling system, and supporting modifications
• Upgraded injectors appropriate for the intended power level
• Fuel delivery system capable of maintaining adequate fuel supply under load
• High-pressure oil system capable of supporting the selected HEUI injectors
• High-flow intake system compatible with the 4-inch compressor inlet
• Free-flowing exhaust system
• High-flow bellowed up-pipes with no pre-turbo exhaust leaks
• Charge-air cooler boots, clamps, plenums, and intake connections capable of handling the intended boost level
• Compatible boost fooler / overboost code regulator
• Boost and exhaust-gas-temperature monitoring recommended for higher-output combinations

Choose Your Compressor Housing Finish

The SL-100-009 is available with multiple compressor housing finish choices so the turbocharger can retain a natural aluminum appearance or coordinate with other components in the engine bay.

• Raw: Natural aluminum compressor housing finish
• Black: Black compressor housing finish
• Red: Red compressor housing finish

What’s Included

• 1 SPOOLOGIC Stage 2 GTP38/GTP38R performance turbocharger — SL-100-009
• 1 SPOOLOGIC upgraded 30 PSI wastegate actuator — SL-260-004
• 1 SPOOLOGIC non-EBPV turbo pedestal — SL-340-006
• 1 SPOOLOGIC non-EBPV turbo outlet plate — SL-370-004
• 1 SPOOLOGIC EBPV terminator — SL-610-004
• 4 yellow turbo pedestal O-rings — SL-310-001
• 1 SPOOLOGIC turbo-to-spyder O-ring — SL-310-003

Features

• Brand-new, direct-fit drop-in Stage 2 GTP38/GTP38R performance turbocharger
• Premium hybrid ceramic dual ball-bearing rotating assembly
• Silicon nitride ceramic rolling elements in steel bearing races
• Angular-contact bearing architecture supports both radial and axial shaft loads
• No conventional separate 270-degree thrust-bearing arrangement
• Finned aluminum center section for improved thermal transfer and passive heat rejection
• 66/88/94mm 6+6 billet aluminum compressor wheel
• 4-inch anti-surge compressor inlet
• Upgraded 76/70mm turbine wheel
• Ceramic-coated turbine housing
• Upgraded 30 PSI wastegate actuator included as standard equipment
• Non-EBPV exhaust configuration reduces restriction and removes the factory EBPV valve assembly
• Step-gap sealing technology
• High-speed balanced rotating assembly
• Raw, black, or red compressor housing finish options
• One-year limited warranty

Fits 1999.5–2003 7.3L Powerstroke

• 1999.5–2003 Ford F-250 / F-350 / F-450 / F-550 Super Duty — 7.3L Powerstroke
  1999 Models: Engine Build Date: 12/8/1998 and After
• 2000–2003 Ford Excursion — 7.3L Powerstroke

Turbo Applications

• Stage 2 direct-fit performance upgrade for the Garrett GTP38 / GTP38R turbocharger platform used in the 1999.5–2003 7.3L Powerstroke applications

Replaces Factory OEM Turbocharger Part Numbers

• Garrett: 702012-5012S
• Ford: F81Z-6K682-BARM / F81Z6K682BARM
• Ford: F81Z-6K682-CARM / F81Z6K682CARM
• Motorcraft: TC-12-RM / TC12RM

⚠ Not For Sale In California

Emissions Notice: Not CARB approved. Not legal for sale or use in the state of California.

1-Year Limited Warranty

Every SPOOLOGIC turbocharger is covered by a 1-Year Limited Warranty against defects in materials and workmanship from the date of purchase. Warranty coverage requires that the unit first be shipped back to SPOOLOGIC for inspection. If SPOOLOGIC determines the failure was caused by a defect in materials or workmanship, the turbocharger will be repaired or replaced at SPOOLOGIC’s discretion. Warranty does not cover damage from foreign object debris, oil starvation, contaminated oil, extended oil change intervals, over-boosting, over-fueling, operation beyond the turbocharger’s intended operating range, improper installation, use outside the listed fitment, cosmetic wear, coating discoloration, or normal heat cycling marks. Warranty does not cover labor, shipping, towing, downtime, or any other costs outside the turbocharger itself.