The introduction of turbochargers in road cars dates back to the mid-1960s, during the heyday of muscle cars, when the motto “there is no replacement for displacement” symbolized the belief that increasing engine size was the key to greater power.
However, turbocharged engines challenged that notion by proving that it was possible to achieve higher power output with smaller displacement engines.
These engines also offered better fuel efficiency and reduced exhaust emissions. In basic terms, a turbocharger delivers air at high pressure and density with an elevated oxygen concentration into the engine.
This enables a more complete combustion process and a subsequent power increase. The turbocharger utilizes exhaust gases to spin a turbine fan located on one side of the unit.
Connected to this turbine by a shaft is a compressor fan that draws in fresh air, pressurizes it, and sends it into the engine.
The amount of turbo boost provided is measured by the pressure differential between this high-pressure air and the surrounding atmospheric pressure.
To ensure longevity and optimal performance, turbocharged engines require diligent maintenance. A well-maintained turbocharger can typically last up to 150,000 miles, and in some instances, even reach 200,000 miles.
Modern turbocharged engines benefit from technological advancements that enhance their durability and reliability compared to earlier generations. Here are 10 of the most reliable turbocharged engines ever made.
Honda Turbocharged 2.0-Liter K20C1 4-cylinder
In 2015, Honda unveiled the 2.0-liter VTEC turbocharged inline four-cylinder engine in the Civic Type R. Two years later, a slightly detuned version appeared in the Honda Accord. This engine features a die-cast aluminum open-deck cylinder block with cast iron sleeves.
Main bearings with reinforced caps hold a lightweight forged steel crankshaft with micro-polished journals to reduce internal friction.
Inside the engine, the lightweight forged steel crankshaft is complemented by other weight-saving components, including pistons with cavity-shaped crowns and low-friction molybdenum coatings, driven by heat-forged, high-strength steel connecting rods.
The aluminum cylinder head incorporates water-cooled exhaust ports that help lower exhaust gas temperatures.
Additionally, the engine includes Honda’s VTC (Variable Valve Timing Control) and i-VTEC (Variable Valve Timing and Lift Electronic Control) systems. These systems adjust exhaust valve timing, lift, and duration to minimize turbo lag.
The K20C1 version found in the MK5 Civic Type R produced 306 horsepower at 6,500 rpm and 295 lb-ft of torque at 2,500 rpm. While the engine may present some minor issues, its overall reliability is outstanding.
It has even earned “moon mile” status, a term referring to its capability to run distances equivalent to a trip to the moon and beyond (with NASA citing the moon’s average distance as 238,855 miles from Earth). According to Precision Turbo Services, with regular upkeep, the K20C1 can surpass 150,000 miles.
BMW Twin-Turbo 4.4-Liter S63 V8
BMW introduced the S63 high-performance engine in 2011 to replace the N63, launching it in the 2010 E70 X5M and E71 X6M models.
The S63 brought substantial changes, including a move from standard turbos to twin-scroll turbochargers with a pulse-tuned exhaust manifold.
These upgraded turbos feature two exhaust gas inlets that drive separate parts of the turbine, allowing for quicker spool times and delivering a maximum boost of 17 psi 50% more than the N63.
Paired with either a seven-speed automatic or six-speed manual transmission, the 4.4-liter twin-turbo V8 produced 560 horsepower.
In addition to offering more power, the engine resolved many of the mechanical issues that plagued the N63, making the S63 one of the most dependable turbocharged engines available.
As one owner put it: “The s63 is extremely reliable. I’ve had three vehicles with this platform. They don’t grenade unless you tune to unreasonable torque and/or run really high boost with pump gas.”
One of the key innovations in the S63 is the “hot-vee” engine design, which places the turbochargers and exhaust manifolds within the V-shaped valley between the cylinder banks.
This configuration shortens the exhaust path, reducing turbo lag and helping maintain cooler component temperatures.
BMW reserved the S63 for its high-end M models, including the X5 M, X6 M, M5, M6, and M8. The engine became the most powerful in BMW’s lineup, with the 2022 M5 CS version delivering 635 horsepower and 553 lb-ft of torque.
For decades, BMW has been celebrated for its powerful and technically sophisticated engines. One of the most iconic in recent memory is the S85 5.0-liter V10, which powered the 2005–2010 BMW M5.
This engine incorporated elements of Formula One technology and was developed during the era when BMW’s P84 and P85 3.0-liter V10 Formula One engines were dominating racetracks around the world. While the S85 became notorious for rod bearing failures, it was still widely regarded as a brilliant powerplant.
Another notable engine, though for less favorable reasons, is the S63 V8. This 4.4-liter twin-turbocharged “hot-vee” engine—so named because its turbochargers are mounted within the V of the engine—shares its design lineage with the N63 V8.
The N63 faced widespread reliability issues that led BMW to initiate a costly Customer Care program aimed at addressing its many problems. Though the S63 was meant to be an improved version, it has had its share of trouble, and while individual reliability experiences vary, one specific case highlights the potential for serious failure.
In this case, the engine in question is an S63TU, pulled from a 2014 BMW M5 after it failed at 102,000 miles during a Wide-Open Throttle (WOT) run. The engine had seized completely and was classified as “locked-up.”
Eric from the I Do Cars YouTube channel conducted a full tear-down to determine the root cause. Initially, everything appeared normal. Even the turbochargers—which have a reputation for problems, especially in the N63—seemed intact. However, Eric soon uncovered a long-term coolant leak from the turbocharger feed lines.
As he continued the disassembly, Eric removed the exhaust manifolds, heat shields, and injectors, and then pulled the intake manifolds. Surprisingly, the intake valves were unusually clean for an engine with over 100,000 miles.
Typically, direct-injected BMW engines suffer from heavy carbon buildup, but this example showed minimal deposits. One side had slightly more grime, but still far less than expected.
Upon removing the valve covers, the valvetrain also looked relatively clean, with only a small amount of metallic residue found beneath the Valvetronic mechanisms.
When Eric extracted the exhaust camshafts from both cylinder heads, he noticed only slight scoring on the camshaft caps. The camshaft journals and the camshafts themselves appeared to be in excellent condition.
The real issue became apparent once the cylinder heads were removed. Although some minor scoring was visible on the cylinder walls, nothing seemed out of the ordinary. It wasn’t until Eric removed the oil pans—both the lower and the upper, since the S63 features a two-pan system—that the problem revealed itself.
The lower oil pan contained metallic debris, or “sparklage,” indicating internal engine damage, most likely originating in the bottom end. This was the first definitive evidence of catastrophic failure and confirmed why the engine had seized.
This detailed tear-down highlights that, while the S63 is a high-performance engine with advanced engineering, it is not immune to serious reliability concerns. Like its predecessor, the N63, it can suffer from hidden issues that only become evident after significant damage has occurred.
Audi Turbocharged 2.5-liter TFSI Five-Cylinder
Audi’s 2.5-liter TFSI (Turbo Fuel Stratified Injection) five-cylinder engine is widely regarded for its durability and advanced engineering.
Built using premium materials, the engine is designed to endure high-performance driving and heavy-duty tuning without compromising reliability.
It has consistently earned the International Engine of the Year Award in the 2.0 to 2.5-liter category. Several features help set this engine apart. Weighing only 160 kg, the compact and lightweight design is constructed from aluminum, allowing it to fit easily across different Audi platforms.
The engine employs DOHC valve control with four valves per cylinder and uses Audi’s AVS (Audi Valve Lift System) to vary valve lift, enhancing both fuel efficiency and performance.
Direct injection enables a more effective combustion process, allowing for a higher compression ratio that improves fuel economy, cuts emissions, and increases output.
The engine’s turbocharger operates at a boost pressure of 2.35 bar (34 psi) and incorporates exhaust air cooling to maximize airflow and minimize throttle losses.
In the 2022 Audi RS 3, the 2.5-liter I-5 paired with all-wheel drive and a seven-speed dual-clutch transmission produces 401 horsepower at 6,500 rpm and 369 lb-ft of torque at 3,500 rpm.
According to Car and Driver, their 3,639-pound RS 3 accelerated from 0 to 60 mph in just 3.3 seconds, covered the quarter-mile in 11.8 seconds at 117 mph, and reached a top speed of 159 mph.
Porsche Twin-Turbo 3.7-Liter Flat-Six
Porsche is widely recognized as a premier German automaker known for crafting technologically advanced and high-performance sports cars.
Presently, the company produces six distinct models, each offering several trims: the Porsche 911, 718, Cayenne, Panamera, Macan, and Taycan.
The brand also has a reputation for building vehicles that are both durable and reliable, capable of delivering long-term performance.
Even the Porsche 911, a vehicle designed for high-speed and aggressive driving, is renowned for its longevity. According to Porsche, about two-thirds of all the sports cars it has ever produced are still in existence.
In fact, thanks to the Porsche Classic division, approximately 150,000 vehicles from the 911 lineup alone remain in active use today.
In 2022, for the second consecutive year, JD Power named the Porsche 911 the “best car for hassle-free ownership,” while the Cayenne earned the award for reliability in the Upper-Midsized high-end SUV category.
The reliability of Porsche vehicles is largely due to their engines. As with all cars, consistent maintenance is critical for engine longevity.
Well-cared-for 911s have demonstrated the ability to run for over 100,000 miles trouble-free, and many exceed 150,000 miles.
The 2022 Porsche 911 Turbo and Turbo S come equipped with the twin-turbocharged 3.7-liter flat-six engine, producing 572 horsepower in the Turbo and 640 horsepower in the Turbo S.
This powerhouse played a key role in the 2022 Porsche 911 ranking among the top five premium brands in JD Power’s ratings, outperforming several rivals including BMW, Mercedes-Benz, Audi, Acura, and Jaguar.
The Porsche 911 Turbo’s acceleration is astonishingly quick, bordering on surreal. Its blistering launches are made possible by a standard all-wheel-drive system paired with either a 572-hp 3.7-liter flat-six engine or a more potent 640-hp version in the Turbo S.
This car is one of the fastest vehicles we’ve ever tested, reaching 30 mph in just 0.8 seconds, 60 mph in 2.1 seconds, and covering the quarter-mile in a mere 9.9 seconds at 138 mph.
Its straight-line speed is matched by its ability to tear through corners, thanks to its exceptional handling dynamics, steering precision, and enormous grip. Although most 911 Turbo models skip the manual transmission, the eight-speed dual-clutch automatic is faster and more intelligent than any driver could hope to be.
With this level of performance, keeping both hands on the wheel isn’t just wise—it’s essential. While we’re always fans of the rear-wheel-drive, 473-hp 911 with a manual, that doesn’t mean we’d ever turn down the quicker, more track-focused 911 Turbo or Turbo S.
For 2023, the Porsche 911 Turbo and Turbo S largely maintain their specifications, but a new limited-edition model, the Sport Classic, joins the lineup.
This variant combines the visual appeal of the 911 Turbo with a rear-drive layout, a seven-speed manual transmission, and a 543-hp version of the Turbo’s engine. Because of the manual gearbox’s limitations, the engine has been detuned slightly. Only 1,250 examples will be produced globally, each priced at $273,750.
The 2023 Porsche 911 Turbo and Turbo S start at $184,350, with prices climbing depending on trim level and selected options. To unlock the full 640 horsepower from the 3.7-liter engine, you’ll need to opt for the Turbo S. Though the cabriolet model is tempting, the coupe wins our vote for its more focused design and driving experience.
The Turbo S comes well equipped with features like 18-way adjustable sport seats, a 10.9-inch touchscreen infotainment system, a Bose surround-sound audio setup, carbon-fiber interior accents, and Porsche’s Sport Chrono package.
Both Turbo and Turbo S models feature the same rear-mounted, twin-turbocharged 3.7-liter flat-six engine, producing 572 horsepower in the standard Turbo and 640 in the Turbo S.
All-wheel drive is standard across the board, and gear changes are managed by an eight-speed dual-clutch automatic transmission. Porsche claims a 0–60 mph time of 2.6 seconds for the Turbo S, but in our testing, it hit 60 mph in just 2.2 seconds.
Performance became even more extreme in the 911 Turbo S Lightweight model, which reached 60 mph in only 2.1 seconds and completed the quarter-mile in 9.9 seconds at 138 mph, benefitting from its reduced 3,557-pound weight—89 pounds lighter than the standard version.
Beyond straight-line speed, the 911 Turbo delivers astonishing cornering capability and braking performance, establishing itself as a true performance benchmark. While the cabriolet versions do carry extra weight, the Turbo S convertible we drove was just as exhilarating as its hardtop counterpart.
Meanwhile, the limited-edition Sport Classic, the only rear-wheel-drive Turbo model featuring a seven-speed manual, was noticeably slower in our tests.
It took 3.7 seconds to reach 60 mph and 11.7 seconds to complete the quarter-mile at 127 mph. However, outright speed isn’t this model’s main objective; a few spirited miles on winding back roads reveal its deeper purpose.
In another test, we evaluated a 2023 Porsche 911 Turbo in a 0-to-150-to-0 mph challenge, where it came to a halt in just 19.3 seconds. Impressively, this beat both the Porsche 911 GT3 RS and the Chevrolet Corvette Z06, reaffirming the 911 Turbo’s status as one of the most capable and well-rounded performance cars available today.
Saab Turbocharged 2.0-Liter B202 4-cylinder
Very few automakers can claim an aviation legacy as Saab does with its “Born from Jets” marketing slogan, which capitalized on the brand’s aerospace background.
The campaign was highly effective, and the manufacturer of rugged and dependable front-wheel-drive Swedish cars gained popularity among younger consumers with the release of the Saab 900 Turbo three-door.
In 1984, Saab launched the B202 engine, which came to define what a modern turbocharged engine could be. According to saabplanet.com, the B202 is among the most enduring four-cylinder performance engines ever built.
Though it may be susceptible to typical head gasket issues, its bottom end has proven capable of reaching up to a million miles with regular care.
This 2.0-liter turbocharged and intercooled B202I came with fuel injection and a 16-valve cylinder head, incorporating dual overhead camshafts and hydraulic lifters.
The engine’s performance was managed by a sophisticated electronic system, combining the Bosch LH-Jetronic and the Saab APC-system with knock regulation.
Depending on the model, the B202’s output ranged between 160 and 185 horsepower, with torque between 188 and 200 lb-ft.
“Solid, reliable vehicle,” reported one 1990 Saab 900 XS owner. “I have had this Saab for about [eight] years now having had a Saab before this one.
The car has been very reliable and has done 237,000 plus miles on the same engine.”
Subaru EJ20 Turbo
Subaru earned a reputation for building dependable naturally aspirated four-cylinder engines, and the EJ20 series, particularly the EJ20E, became one of the most well-known.
Although early models (from the late 1990s to about 2007) suffered from head gasket issues that could lead to serious engine problems, Subaru addressed these concerns, and later versions have proven highly durable, often running for several hundred thousand miles.
The automaker introduced the high-performance quad-cam EJ20 turbo engine in 1989, debuting in the Legacy RS/GT.
The Legacy Wagon 2.0-liter GT Turbo engine came with four valves per cylinder, dual overhead cams, and produced 197 horsepower at 6,000 rpm with 190 lb-ft of torque at 3,600 rpm.
Power was sent to the front wheels via a 4-speed automatic transmission. By 1992, the EJ20 turbo was also installed in the GC/GF-series Impreza WRX.
Subaru used its signature horizontally opposed engine layout for the EJ20 turbo, eliminating the need for a balance shaft.
The engine featured a lightweight aluminum crankcase and cylinder heads. Its 2.0-liter displacement came from a 92 mm bore and 75 mm stroke, enabling high-rpm operation and solid top-end power.
Performance was further supported by a multi-point fuel injection system, coil-on-plug ignition, and knock detection.
Both naturally aspirated and turbocharged 2.5-liter Subaru engines have since shown strong performance and reliability, as evidenced by widespread use and numerous high-mileage reports.
Volkswagen Turbocharged 2.0-Liter EA888 4-cylinder
Volkswagen engineered the 2.0-liter EA888 turbocharged engine to offer outstanding durability and dependability.
Constructed from top-tier materials, it withstands the extreme demands of high-performance driving. Reinforced cylinder heads, forged connecting rods, and robust crankshafts are all part of its design.
Since its debut in 2004, the engine has been continuously refined and is now one of the most trusted and versatile engines globally.
A pioneer in turbocharging technology, Volkswagen showcased its innovation through the EA888 engine found in the 2022 Golf GTI and Golf R.
This sophisticated 2.0-liter engine delivers 241 horsepower and 34 mpg highway in the GTI, and 315 horsepower with an EPA-rated 30 mpg highway in the Golf R.
The EA888 is built with chain-driven dual overhead cams operating four valves per cylinder for extended reliability.
It features continuously variable valve timing and lift to quickly expel exhaust gases, allowing the turbocharger to spool rapidly and deliver torque across a broad rpm range.
While early turbos had reliability concerns, modern engineering has significantly improved their performance.
The EA888 includes a unique exhaust manifold for optimal thermal control and a specially designed high-temp turbocharger to ensure peak efficiency and boost performance.
Ford Twin-Turbocharged 3.5-liter EcoBoost V6
The twin-turbocharged 3.5-liter EcoBoost V6 is arguably the most adaptable engine in Ford’s arsenal, powering everything from midsize sedans to supercars.
First appearing in the 2010 Lincoln MKS, this engine was developed from the Duratec 35 V6 and features a dual overhead cam setup in a V6 layout.
In truck models like the F-150, it comes with BorgWarner K03 turbochargers capable of spinning at 17,000 rpm and producing 15 psi of boost. In contrast, the Ford Taurus uses Garrett GT1549L turbos delivering 11 psi.
In 2015, Ford introduced key upgrades to the 3.5-liter EcoBoost engine. Enhancements included the addition of port fuel injection and electronically controlled wastegates for the turbos.
These electronic wastegates offer superior flexibility over traditional pneumatic versions. Ford also updated the turbos with lighter components and sharper vane angles, resulting in better responsiveness and 2.5 psi more boost.
Most of the early reliability issues (from 2010 to 2017) have been resolved in the second generation of this engine.
Today, the 3.5-liter EcoBoost is considered a dependable choice, balancing high output with efficiency. The Ford 3.5 twin-turbo V6s have good longevity and last up to 200,000 miles or beyond if owners precisely follow the maintenance schedule, use the recommended oil, and nip problems in the bud.”
This engine is exclusively paired with a 10-speed automatic transmission, co-developed with General Motors. The 10-speed cleverly manages to fit six clutches and four planetary gearsets into a housing that is only slightly larger and heavier than the outgoing six-speed unit.
Though its internal hardware and gear ratios are shared with GM’s version, the bellhousing is unique to Ford—so no, you can’t mate the Camaro ZL1’s 10-speed to an EcoBoost despite the shared internals. Ford’s proprietary transmission software and shift calibration are also distinct. The 10-speed features a wider overall ratio spread of 7.4 compared to the six-speed, but the difference is modest.
First gear is shorter than before, aiding acceleration, while 10th gear is taller for improved highway efficiency. This setup promises quicker launches and reduced engine revs at cruising speeds.
As in previous years, the 3.5-liter EcoBoost continues to serve as the top-tier engine in the F-150 lineup, delivering 83 lb-ft more torque than the 5.0-liter V-8. Meanwhile, the base 285-hp 3.5-liter V-6 and the mid-tier 2.7-liter twin-turbo V-6 EcoBoost remain unchanged for 2017 and retain the six-speed automatic.
We previously praised the F-150’s combination of the first-gen 3.5-liter EcoBoost and the six-speed automatic for its smoothness and powerful performance.
In fact, it beat the V-8-powered F-150 in a comparison test thanks to quicker acceleration, superior towing comfort, and more refined operation. However, that setup leaned more toward “boost” than “eco,” as the real-world fuel economy gains over the V-8 were minimal despite higher EPA ratings.
Though final EPA estimates for the updated engine are not yet available, they are expected to surpass those of the V-8. Still, we believe the 10-speed automatic will be the primary factor in improving fuel efficiency this time around, more so than the engine updates themselves.
The 10-speed transmission’s tighter gear spacing plays a key role in keeping engine revs down during everyday driving. Light throttle inputs can easily move the truck up to speed without exceeding 3000 rpm, helping reduce the time spent in the turbocharged engine’s boost range.
In contrast, the six-speed’s wider gear gaps often required more throttle and higher revs to gain speed, keeping the turbos engaged more frequently. The 10-speed helps mitigate that by enabling drivers to build speed more gradually and efficiently, potentially improving real-world fuel economy.
That said, the benefits of the extra torque shouldn’t be overlooked. As one Ford engineer explained, the added 50 lb-ft of torque isn’t just good for full-throttle runs or heavy towing—it also boosts low-end torque where most drivers operate on a daily basis.
When maximum acceleration is desired, the transmission is eager to deliver. Flooring the gas results in rapid, crisp gear changes just before the engine reaches redline—about 400 rpm shy of the 5750-rpm fuel cutoff.
Ford has tuned the transmission to short-shift in this range because torque drops sharply past 5300 rpm, making it more effective to stay in the meat of the powerband. From a driver’s seat perspective, the engine feels much like the outgoing version but with noticeably more muscle.
One area where the 10-speed shines is its refined gear-change logic, which keeps it from feeling overly busy or erratic.
During partial-throttle acceleration, the transmission often skips gears, starting in first, then jumping to third, then fifth, and quickly moving through the higher gears as the driver lets off the throttle once reaching cruising speed.
The same logic applies to deceleration, where it typically jumps from 10th to eighth to fifth to third and finally first, instead of downshifting sequentially through every gear.
This strategy helps eliminate the choppy sensation often felt in other multi-gear transmissions that attempt to match each gear step with braking inputs.
Toyota Twin-Turbo 3.0-Liter 2JZ-GTE 6-cylinder
The Toyota Supra stands out in the brand’s performance car lineup, largely due to the legendary 2JZ-GTE inline-six engine.
With factory-fitted dual sequential turbos, this 3.0-liter six-cylinder unit generates 320 horsepower and 315 lb-ft of torque.
According to MotorReviewer, “2JZs are famous for incredible durability. The 2JZ engine can reach a 300k mileage mark easily with proper maintenance and quality engine oil and filters.”
In mechanical design, compromises are inevitable. No product can offer infinite durability, 100% efficiency, and low cost all at once.
Typically, lighter components reduce stiffness, and precision often means lower efficiency. When Toyota engineered the 2JZ, the priority was long-term strength.
It features a closed-deck structure with reinforced cylinders, a forged steel crankshaft, a bottom-end girdle for rigidity, and a triple-layer steel head gasket built to handle high-boost conditions.
While the stock 2JZ engine is extremely reliable, it gained legendary status in the aftermarket. With proper tuning, Supras equipped with modified 2JZ-GTEs can exceed 1,000 horsepower.
Some builds have surpassed 2,000 hp, although such extreme outputs naturally compromise reliability.
Nissan RB26DETT
Produced between 1985 and 2004, the RB26DETT is often mentioned alongside the Toyota 2JZ-GTE as one of the most iconic Japanese engines. These inline-six powerplants proved themselves in both road cars and motorsports.
The RB26 in the Nissan R32 GT-R officially generated 276 horsepower and 260 lb-ft of torque, though the true output was likely over 300 hp, driving all four wheels.
Early versions of the RB26DETT had issues with oil consumption and oil pump failures at high rpm, but subsequent improvements bolstered its reputation for durability.
CarThrottle described the engine as an “all-time great,” noting its popularity as a tuning platform. However, excessive or poor aftermarket modifications could compromise its reliability.
This 2.6-liter inline-six used a cast-iron closed-deck design to prevent cylinder distortion. The over-square engine, with an 86 mm bore and 73.7 mm stroke, enabled high rpm power at the cost of low-end torque.
A reinforced crank girdle helped stabilize the crankshaft, while dedicated oil jets kept the pistons cool and lubricated.
The aluminum cylinder head featured individual throttle bodies for each cylinder, promoting throttle response and efficiency.
Its 24-valve architecture allowed for optimal air-fuel mixing, which enhanced performance in this turbocharged setup.
