Turbo Nano Engine Treatment Increases performance Reduces harmonic

Yes. Cerma Turbo Nano Treatment is designed as a companion to Cerma STM-3 Engine Treatment, not a replacement. The Engine Treatment handles ferrous (iron/steel) components. The Turbo Treatment handles non-ferrous components (aluminum, bronze) found in turbochargers and other high-temperature parts. Use both for complete protection.

No. Cerma Synthetic Motor Oil already contains SiC protection for non-ferrous components built into the oil formula. If you're switching to Cerma Motor Oil after your Engine Treatment, the Turbo Nano Treatment is not needed. This product is for users who continue using their preferred oil brand.

Ferrous metals contain iron — engine blocks, crankshafts, camshafts, cylinder liners. These are treated by Cerma STM-3 Engine Treatment. Non-ferrous metals don't contain iron — aluminum turbo housings, bronze turbo bushings, aluminum pistons (in some engines). These require the Turbo Nano Treatment for ceramic bonding.

Yes. By reducing friction on turbo bearings and bushings, Cerma Turbo Treatment allows the turbo to spool up faster — reducing the delay between throttle input and boost delivery. The reduction in harmonic instability also makes boost delivery smoother and more predictable. The biggest noticeable gains are typically on small-displacement turbo engines (Ford EcoBoost 2.3L, VW/Audi 2.0T) where even a small reduction in rotational friction translates to meaningful spool-up improvement.

Yes — this is one of the most important benefits. When you shut off a turbocharged engine after hard driving, the turbo is extremely hot but oil stops flowing. Without protection, residual oil cokes (carbonizes) on the turbo bearings and shaft. Cerma's permanent ceramic coating provides a self-lubricating barrier that protects even when oil isn't circulating, helping prevent the coking damage that leads to premature turbo failure. This is especially valuable for daily drivers who don't let their turbo cool down before shutoff, and for tow vehicles that shut down after heavy load work.

Yes. Cerma Turbo Nano Treatment works on any forced induction system — turbochargers, superchargers, twin-scroll setups, compound turbos, and twincharger configurations. Any non-ferrous component that contacts engine oil will benefit from the SiC ceramic coating. This includes roots-style superchargers (GM LSA/LT4), twin-screw superchargers (TVS), and centrifugal superchargers (Vortech, ProCharger, Paxton).

Yes — and these three turbos are some of the most common Cerma Turbo Treatment applications. The Ford Power Stroke 6.7L uses a Garrett GT37 VGT turbo. The Duramax 6.6L uses a BorgWarner S300V or Garrett VGT. The Cummins 6.7L uses a Holset HE351VE or HE300VG VGT turbo. All three are compatible with Cerma Turbo Treatment — use the 6oz Semi Truck variant for Class 8 Cummins ISX/X15, Detroit DD15, and PACCAR MX turbos; use the 1oz or 2oz variant for pickup-truck applications. Cerma treats the aluminum compressor housings, bronze bushings, and thrust bearings across all major turbo manufacturers including Garrett, BorgWarner, Holset, IHI, Mitsubishi, and Precision.

Yes. Cerma Turbo Nano Treatment is safe for variable geometry turbos (VGT) and variable nozzle turbines (VNT) found in most modern diesel pickups (Power Stroke 6.0/6.4/6.7, Duramax LMM/LML/L5P, Cummins 6.7) and many European gasoline turbos (VW/Audi, BMW, Porsche). The ceramic coating bonds to metal surfaces — it does not affect the moveable vane mechanism, actuator, or unison ring that control VGT geometry. Because the SiC particles are sub-micron sized, they pass through turbo oil passages without clogging the precision clearances that VGTs depend on. No special procedure needed — apply the same way as on fixed-geometry turbos.