• ✅ 1 × Flex Pro 43mm Journal Bearing VNT Turbocharger
• ✅ 1 × Actuator Rod
• ✅ 1 × Conversion Intake Pipe – suits standard airbox & crank case vent (100% bolt-on for 2015-2020 Gen 2 models)
• ✅ Installation hardware – gaskets & mounting hardware

⚠️ VNT Stepper Motor (Electronic Actuator) NOT Included: You can re-use your existing genuine Toyota stepper motor, or order a replacement separately. Electronic actuators available here – contact us if you need help selecting the right one.

• 🌀 43mm Billet High-Flow Compressor Wheel – significantly more airflow than stock
• ⚙️ Journal Bearing Core – the proven OEM-style design for serious boost & long-term durability
• 💪 Up to 35psi Max Boost – serious pressure with headroom for safety
• 🔧 100% Bolt-On – conversion intake pipe included for Gen 2 fitment
• 🔩 Factory Line Compatibility – bolts straight to your factory oil lines, coolant lines, exhaust manifold & intercooler piping
• 🛠️ Re-use Your OEM Stepper Motor – save money by transferring your genuine Toyota VNT actuator or we have new actuators available.
• 💎 Engineered for Towing & Touring – built for sustained load, not just dyno bragging rights

• Toyota Hilux N80 GUN126 – 1GD-FTV 2.8L Turbo Diesel (2015–2020, Pre-Facelift / Pre-i-ART)
• Toyota Fortuner – 1GD-FTV 2.8L Turbo Diesel (2015–2020, Pre-i-ART)

Gen 2 vs Gen 3: This is a Gen 3 turbo design, which has a different intake configuration than the original Gen 2 turbo. The included conversion intake pipe adapts it to bolt straight onto the factory airbox and crank case vent on 2015-2020 N80 Hilux and Fortuner models.

Turbocharger specifications:

• Compressor Wheel: 43mm billet high-flow design
• Bearing Type: Journal bearing (oil and coolant cooled)
• Maximum Boost: Up to 35psi
• Recommended Boost Range: 25-35psi for daily driving

Power potential on the 1GD-FTV platform:

• Stock injectors: ~190 WHP ceiling (fuel limited)
• Stock pump + 30% injectors: ~265 HP / 650 Nm
• Stroker shaft / pump + +30% injectors: ~300+ WHP / 700 Nm

The fuel system is the limiting factor, not the turbo. To unlock the full potential of this upgrade, plan to pair it with high-flow injectors and (for maximum output) a stroker injection pump.

⚠️ Tuning Recommendation: Tuning is generally not required for installation, but a custom ECU remap is strongly recommended to safely maximise gains and prevent limp mode. Supporting mods (high-flow airbox, intercooler, 3" exhaust) get the most out of the turbo.

Ball bearing turbos get a lot of marketing attention for slightly faster spool, but for a 1GD running serious boost under sustained load, journal bearings are the smarter choice:

• Built to handle sustained high boost – journal bearings shrug off the heat & pressure cycles that come with towing 3+ tonnes up long climbs
• Historical OEM design – almost every factory diesel turbo on the planet runs journal bearings for a reason: they last
• More forgiving – tolerates the occasional oil quality lapse, hot shutdown or service interval slip better than a ball bearing core
• Simpler & cheaper to service – fewer specialist parts if it ever needs a rebuild down the track
• Spool difference is minimal in real-world driving – you'll feel it on the dyno, not on a touring trip

Bottom line: If your N80 spends its life towing the van, loaded for camping, or working hard on long highway runs, a journal bearing 43mm upgrade is the more durable, more sensible choice.

What you'll need:

• VNT Stepper Motor – re-use your factory unit, or buy separately (essential for turbo operation)
• Custom ECU Tune – not required for install, but strongly recommended to safely use higher boost
• Basic hand tools – spanners, sockets, torque wrench
• New engine oil & filter – recommended after turbo replacement

Recommended supporting modifications:

• High-flow airbox – increase intake volume
• Upgraded intercooler – manage higher boost temperatures
• 3" exhaust system – reduce backpressure
• +30% injectors or nozzles – essential to get past ~190 WHP
• Modified stroker pump – required for 300+ WHP / 700 Nm
• Boost gauge & EGT gauge – monitor pressure & exhaust temps

⚠️ Installation Note: Turbo replacement requires mechanical knowledge. Professional installation recommended. Ensure proper oil priming procedure is followed during installation.

Flex is one of Thailand's leading performance manufacturers and a major force in the global diesel tuning scene. Their turbos are widely used in the Australian, Thai and Middle Eastern 4WD performance markets, with a strong reputation for OE-quality manufacturing and proven reliability in serious tow rigs and built diesel utes.

• 📦 Fast Dispatch — typically ships same or next business day
• 🚚 Free Express Shipping Australia-Wide — full tracking included
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• 🇦🇺 All major credit cards accepted

Q: Is the VNT stepper motor / electronic actuator included?

A: No, the stepper motor is not included – but you can re-use the genuine Toyota one off your factory turbo, which most customers do. If yours is faulty or you'd prefer a replacement, we sell them separately here 

Q: Is the actuator rod included?

A: Yes – an actuator rod is supplied with the turbo.

Q: Why journal bearing instead of ball bearing?

A: For a 1GD doing real work – towing, touring, sustained high boost – journal bearings are more durable, more forgiving of oil quality, and cheaper to service if anything ever goes wrong. Ball bearings spool slightly faster on a dyno, but the real-world difference is minimal. We chose the journal bearing variant because it's the better long-term choice for how these vehicles actually get used.

Q: Will this fit my 2021+ Hilux with IART?

A: No – this listingonly suits Pre-IART models (2015–2020). If your vehicle has IART, this listing is not the correct listing, see other 43mm Flex turbo listing without intake pipe .

Q: Do I need the intake pipe if I have a Gen 2 model?

A: Yes, the conversion intake pipe is included and required. This is a Gen 3 turbo design, so Gen 2 vehicles (2015-2020) need the adapter pipe to bolt it onto the factory airbox and crank case vent. It's 100% bolt-on – no fabrication needed.

Q: Do I need tuning after installing this turbo?

A: Tuning is generally not required for the install itself – the turbo will run on the factory ECU calibration. However, to safely use the increased boost capability and unlock the full performance potential, a custom ECU tune is strongly recommended. Without tuning, you'll leave most of the gains on the table and risk limp mode.

Q: What power gains can I expect?

A: It depends entirely on your fuel system:

• Stock injectors: ~190 WHP ceiling
• Stock pump + 30% injectors: ~265 HP / 650 Nm
• Stroker pump + 30% injectors: ~300+ WHP / 700 Nm

The turbo itself has plenty of capability – the fuel system is generally the limit.

Q: Will it bolt to my factory oil and coolant lines?

A: Yes – designed to match the factory oil lines, coolant lines, exhaust manifold and intercooler piping. Direct bolt-on replacement.

Q: What brand is it?

A: Flex – one of Thailand's leading performance manufacturers and a major name in the diesel tuning scene, used widely in serious 4WD tow rigs across Australia and Southeast Asia.

Q: How does this compare to the stock 1GD turbo?

A: The 43mm billet compressor wheel is significantly larger than stock, providing much more airflow. Combined with 35psi boost capability (vs ~17psi stock), this is a major step up in capability – particularly for towing, loaded touring and high-load conditions.

Q: Can I run this turbo on stock boost?

A: Yes, but you won't see the full benefits. With a custom tune you can run anywhere from stock boost up to 35psi, depending on supporting mods.

Q: What oil do I need for journal bearings?

A: High-quality diesel engine oil to Toyota specifications. Journal bearings rely on oil for cooling and lubrication, so regular oil changes (every 5,000-7,500 km) are essential for longevity. The good news: journal bearings are more forgiving of less-than-perfect oil maintenance than ball bearing cores.