These figures come from GCG's own on-dyno testing against the OEM turbocharger — not manufacturer estimates:

• Up to 265BHP / 198kW — +38% power increase vs OEM turbo
• Up to 550Nm — +70% torque increase from 320Nm (OEM) to 550Nm, tested on-dyno

⚠️ Important: GCG recommends re-tuning your vehicle to achieve the maximum figures. Without tuning, overall torque and power results may vary. Maximum turbocharger shaft speed is 171,600 RPM — operation above this is at the owner's risk.

G953907-5002S suits:

• Toyota LandCruiser Prado KDJ120 1KD-FTV D-4D 3.0L — 03/2005 to 09/2015

⚠️ Prado KDJ120 requires wiring harness extension 778178-0004. The Prado uses a different actuator connector to the Hilux. This harness is not included — contact us to confirm fitment and harness requirements before ordering.

❌ Does NOT suit Prado 150 Series (KDJ150 / GRJ150). The 150 Series runs a different turbo. Do not order this for a 150 Series Prado.

❌ This is not the same part as the Hilux unit. The Prado PowerMax (G953907-5002S) is a separate SKU from the Hilux unit (G953907-5001S) — they are calibrated differently and are not interchangeable without modification.

• GCG PowerMax Part Number: G953907-5002S
• Base Garrett Part Number: G909930-5001YP120
• Turbo Model: GTB2256VZK / GTB2260V (PowerMax — Prado 120 variant)
• Toyota OEM Numbers Replaced: 17201-30100 / 17201-30101 / 17201-30110 / 17201-30150 / 17201-30160 / 17201-30161 / 17201-30180 / 17201-30181 / CT12CV
• Previous IHI Numbers Replaced: 9B001 / 9B002 / 9B009 / TC1VET-S0011B / TC1VED-S0015B / TC1VED-S0017B / TC3VET-S0015B / VAB30017C

💡 Tip: Your existing OEM turbo part number is stamped on the CHRA. If it matches any number above, this is your replacement — but confirm it's the Prado 120 unit, not 150.

• Engine: Toyota 1KD-FTV D-4D 3.0L Common Rail Diesel
• Turbo Model: GTB2256VZK / GTB2260V (Prado 120 variant)
• Turbo Type: VNT — Variable Nozzle Turbine
• Actuation: Calibrated electric actuator assembly — improved durability vs OEM
• Compressor Inducer / Exducer: 42.4mm / 61mm
• Turbine Inducer / Exducer: 61mm / 61mm
• Speed Sensor Port: Fully machined
• Max Shaft Speed: 171,600 RPM
• Condition: Brand new GCG Garrett PowerMax
• Gaskets / oil lines: Not included — source separately
• Warranty: 12 months

The GCG Garrett PowerMax is not a standard replacement. It's a purpose-built performance upgrade with specific improvements over both the OEM IHI unit and the base Garrett replacement:

• Improved electric actuator assembly — redesigned for increased durability. The factory IHI actuator is a known failure point on high-mileage 1KD-FTV engines
• Calibrated actuator — factory-set to ensure accurate vane positioning from day one
• Fully machined speed sensor port — allows turbo shaft speed monitoring via G-Smart Bluetooth Module (G923586-0002) or Speed Sensor Kit (G781328-0001/0002), sold separately
• Dyno-tested performance — GCG's own testing confirms 38% power increase and 70% torque increase vs OEM

💡 The OEM IHI CT16V electric actuator is a well-documented weak point — they fail, they drift out of calibration, and replacements cost hundreds. The PowerMax comes with Garrett's redesigned, improved actuator built to outlast the original.

• Re-tuning is strongly recommended to unlock the full performance potential of the PowerMax
• Without tuning, results will vary and the dyno-tested power figures may not be achieved
• Running a 3-inch exhaust without a tune can trigger a P1251 overboost fault on the factory ECU
• Turbo shaft speed monitoring recommended — G-Smart Module (G923586-0002) or Speed Sensor Kit (G781328-0001 / G781328-0002), sold separately

• Wiring harness extension 778178-0004 required for Prado KDJ120 — not included, contact us before ordering
• Always flush the oil feed line before fitting
• Prime with clean oil before first startup
• Idle for 2–3 minutes before driving to allow oil pressure to build
• Gaskets and oil/coolant lines are not included
• Professional installation recommended

⚠️ Always identify the root cause of your original turbo failure before fitting. Oil contamination and starvation are the leading killers of new turbochargers.

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