We have the latest testing facilities and expertise to offer a specialised range of turbocharger testing services.

We use only the latest technology and cutting edge equipment to maximise results.

Our services include; full oil testing and analysis, actuator calibration measuring and VNT electronic actuator testing and turbo balancing. We also offer a highly reputable turbo balancing service, in which we have over two decades of experience in. 




Turbo Dynamics have the facilities to undertake electronic actuator testing on Garrett VNT turbochargers and other turbos with electronic actuators, using the latest turbo fault test equipment by Honeywell. The HandyCAN3 by Honeywell is a dedicated diagnostics tool that helps us quickly and accurately diagnose suspected faults in turbocharger equipped with electronic actuators.

This sophisticated device checks both mechanical and electrical functions of the turbochargers actuator which can be tested with VNT™ mechanism connected or disconnected. This checks function of VNT™ mechanism for free movement, restricted movement or complete lock-up; thereby confirming if any problem lies within the actuator or the VNT™ mechanism.

Motorists deserve to know that the complexity of the new "VNT" and "Electronic Actuator" or "REA" range of turbochargers means any attempt to remanufacture these units is fraught with difficulty which could lead to potentially serious problems. To safeguard customer's interests Garret will only supply new replacement units for VNT technology. This is why Turbo Dynamics, as an officially authorised "Garrett Parts and Service Centre" only supplies brand new VNT turbochargers instead of remanufactured units.

The market is currently saturated with a large and growing number of misdiagnosed turbo faults which the unscrupulous and unauthorised turbo repairers are capitalising on, but the HandyCAN gives Turbo Dynamics a technical advantage and customers the peace of mind that they will receive the correct diagnosis every time and the possibility of saving money by not having to replace their turbocharger!




Like turbochargers in general, the wastegate actuator is the most common component to get the blame incorrectly for a whole manner of engine problems. Remember, it is only a pneumatic device that opens and shuts the wastegate. Its calibration is very important but either it is or it isn't working! Most of the actuators these days are controlled by an electronic solenoid which in turn gets its input from the ECU.

Independent wastegates were traditionally used but as packaging requirements have become more of an issue, wastegate valves are integrally incorporated into the turbine housing of the turbocharger and so a separate device is required to operate it. The actuator resolves this problem by forcing the wastegate valve to open at a preset boost pressure so allowing some engine exhaust gas to bypass the turbine and thus preventing over-speeding. As the engine speed decreases, the wastegate valve is closed and the actuator piston movement is completed.

The traditional turbocharger actuator is a mechanical pneumatic device that senses boost pressure and opens the wastegate valve once a predetermined pressure is reached. The air pressure is sensed typically from either the inlet manifold or the compressor housing of the turbocharger. Inside the canister of the actuator, the main components are a diaphragm, retaining cup and spring. The spring is designed to compress below the diaphragm. These two components are separated by the cup, attached to which is a rod that links to the pivoting wastegate.




Oil Contamination is a common cause of Turbo failure so Turbo Dynamics offer oil testing and analysis to determine this.

Contaminants can vary from carbonised oil, fuel or even pieces of metal from the engine itself (cam lobes for instance). A lot can be learnt about the condition of the engine from the engine oil and turbocharger.




Turbo Dynamics are equipped with the latest balancing technology to balance every single turbocharger. Our premises, located in Christchurch, holds a state of the art VSR high-speed core machine as well as four-plane dynamic balancing machines. Four-plane dynamic balancing technology is used to balance turbochargers using computerised, state of the art machines, with rotor capacities of up to 20kg and 400mm diameter.

Turbochargers are assembled from component parts which are individually balanced using conventional low-speed, hard bearing balancing machines. Typically, both the turbine wheel and the compressor wheel component of a turbocharger are balanced in two planes. 

In plain English, at the turbine end of a turbocharger, the balance is not affected by the assembling into the cartridge.  However, at the compressor end small errors in the wheel, the shaft, the thrust collar and the nose nut can result in an accumulation inaccuracies can result in one very noisy turbocharger and can also cause premature bearing failure.

We can correct an imbalanced turbocharger by running the assembled cartridge at a high speed on a flexible suspension. This allows us to measure vibration responses and allows us to deduct whether components need to be altered at an assembly point, or if the removal of metal material from the nose can establish an acceptable level of balance.

This process usually requires the unit to be run at speeds close to the normal service operating speed, typically 100,000 to 200,000 rev/min, dependant on the wheel size.



The VSR High-Speed machine, calibrated up to 230,000 RPM, looks for, and measures, vibrations during the acceleration and deceleration of the turbocharger core assembly. Our skilled technicians then remove material to bring these levels down. Whilst the VSR balancing machine is predominantly used for turbocharger balancing we also use it for fault diagnosis. The machine runs a constant 4 bar of oil pressure and so allows us to test turbos for oil leakage at various rotor speeds.

In 2013 we were approached by a well-known video games manufacturer to help them record turbo noises for the latest 'Need For Speed' computer game. We used one of our VSR balancers to replicate the rotor speeds and performance most likely to be seen on the road.



We are equipped with four-plane Dynamic Balancing technology with which we balance turbos using computerised state of the art machines with rotor capacities of up to 20kg and 400mm diameter. These machines are the first step in balancing a turbocharger and are used to ensure the rotor assembly (compressor wheel and turbine wheel) are balanced as a pair when assembled. Tiny amounts of material are removed from the rotor assembly to bring the balance to an acceptable level – whilst the exact balance specifications vary between turbos it is worth pointing out that all our balancing specifications call for a smaller level of imbalance than the turbo manufacturers themselves.

If you have any questions or queries regarding our Rotor balancing or other services please don’t hesitate to ask.


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Turbocharger Inspection Report: Click below to view our report on a Reconditioned Turbocharger of Poor Quality.