S464 Turbo: Specs, Horsepower & Fitment Guide

What Is an S464 Turbo?

The S464 turbo is a BorgWarner S400-frame turbocharger built around a 64 mm compressor inducer. That 64 mm figure is the smallest compressor inducer commonly offered in the S400 frame, which places the S464 at the entry end of an S400 lineup that scales upward through the S467, S471, S475, and S480.

That entry position creates one of the most persistent misunderstandings in diesel turbo selection: because the S464 is the smallest of the S400s, many builders assume it must be a mid-frame unit. It is not. The S464 is a full, large-frame S400 turbo, and that distinction carries real consequences for your oil drain, turbine discharge, and overall fitment.

The S400 large-frame oil drain uses a 50.8 mm (2.00") bolt centre. The mid-frame drain uses a 50 mm (1.97") bolt centre. The gap is only 0.8 mm — roughly 1/32 of an inch — and it means a mid-frame drain flange will not seat correctly on an S400 housing regardless of how close the numbers look on paper. If you are swapping from a mid-frame unit or sourcing used drain hardware, reach for your calipers before you assume the parts interchange.

Beyond the drain, the S464 shares the same turbine discharge sizing as every other S400 — which means it does not mate with S200 or S300 downpipes. More on that in the fitment and ordering mistakes sections below. For now, the key point is this: the S464 is a large-frame turbo that happens to carry the smallest common S400 compressor, and that combination is exactly what makes it useful.

S464 Turbo Specs and S400 Frame Details

Compressor and Turbine Overview

The defining specification of the S464 is its 64 mm compressor inducer. Within the S400 frame, typical compressor exducer dimensions for a 64 mm inducer trim fall in the 92–96 mm range, though exact mapping for the S464 should be confirmed against BorgWarner's published compressor maps and spec sheets rather than assumed from general S400 frame data. If you are tuning around a specific compressor map or building for a tight power target, pull the OEM documentation before committing to housing and inlet choices.

On the turbine side, the S464 runs an S400-frame turbine wheel. Exact exducer dimensions and blade count for this specific trim are not detailed in widely available BorgWarner public documentation, so those figures are not stated here to avoid passing along unverified numbers. What matters practically is that the turbine assembly is fully S400-frame in its mounting, discharge sizing, and drain orientation.

As a Borg Warner S400-frame product, the S464 benefits from the extensive aftermarket support built around the S400 platform — housing options, inlet adapters, drain flanges, and turbine housings are all available across T4 and T6 configurations.

Large-Frame Oil Drain Fitment

Every S400-frame turbo — including the S464 — uses a large-frame oil drain with a bolt centre of 50.8 mm (2.00"). That measurement is taken between the centre points of the two drain flange bolts, and the correct term is bolt centre, not bolt circle or bolt pattern.

The mid-frame drain bolt centre is 50 mm (1.97"). The 0.8 mm difference between the two is enough to cause misalignment, leaks, and hardware stress if the wrong drain flange is used, but it is small enough that a quick glance will not catch it. Measure with calipers on every install. This is especially important when reusing drain hardware from a previous turbo, sourcing parts from a mixed inventory, or pulling dimensions off a spec sheet rather than the physical component.

The S464 is large-frame. Its drain is 50.8 mm (2.00") bolt centre. Do not order mid-frame drain hardware for it.

Drain Port and Drain Length Notes

Beyond bolt centre, two additional oil drain specifications matter for an S400 installation: drain port size and drain length.

The S400 drain port requires a 12AN fitting. A 10AN fitting is undersized for an S400-frame turbo and can restrict oil return sufficiently to cause bearing issues, particularly at sustained high loads. If you are sourcing drain lines from a previous S300 installation, confirm that your fittings step up appropriately — 10AN is common in S300 builds and will not serve an S464.

Drain length is a separate specification from both bolt centre and port size. It describes the physical length of the drain fitting or flange tube, which determines clearance between the turbo and the drain pan, crossmember, or other components in the engine bay. Three drain lengths are commonly available: 35 mm (1.38"), 65 mm (2.56"), and 100 mm (3.94"). The correct length depends entirely on your specific install layout. A 12AN port with the correct bolt centre is only half the spec — verify the length you need before ordering, particularly on Cummins and Duramax applications where sump clearance can be tight.

S464 Turbo Horsepower and Realistic Power Range

The realistic crank horsepower range for the S464 is 820–995 HP. That is the range that reflects what the compressor can support across typical diesel platform builds — not a theoretical ceiling pulled from a compressor map, and not an inflated marketing figure.

What is notable about the S464 turbo horsepower range is how closely it tracks with the S467. Both turbos operate within the same general 820–995 HP crank window, and in practical builds, the S464 is capable of reaching the same peak numbers as its slightly larger sibling. The difference between the two shows up at the edges of that range and in how each turbo reaches peak output — not in a meaningful gap in ceiling.

Within the S400 family, the S464 is the entry-level compressor, but "entry-level" here means earliest spool and best low-rpm response, not lowest horsepower. For builders targeting builds in the 820–950 HP range where drivability is part of the equation, the S464 delivers those numbers while retaining more usable power below peak rpm than any larger S400 option.

Where the S464 Spools Better Than Larger S400 Turbos

The S464 offers a measurable spool advantage over every larger compressor in the S400 family. Compared to the S467, S471, S475, and S480, the S464 builds boost earlier in the rpm range — and that difference is most useful in exactly the kind of builds where these turbos see the most use.

Street trucks, towing-adjacent builds, and daily drivers rarely operate at sustained high rpm. Most of the time, those engines are working between idle and 2,800–3,000 rpm. In that operating window, the spool characteristics of the S464 translate directly into a more responsive, more drivable truck. The engine pulls harder from a lower rpm, boost arrives sooner after the throttle opens, and the driver is less likely to notice a lag event in the kind of conditions they actually encounter — traffic, loading a trailer, merging at partial throttle.

The spool advantage does not disappear at higher rpm, but its relative importance diminishes as engine speed climbs and larger compressors come into their own. For builders who spend most of their time below 3,000 rpm and want an S400-frame turbo that rewards that operating style, the S464's position as the smallest common S400 compressor is a feature, not a compromise.

S464 vs S467: Which S400 Size Makes More Sense?

Shared Power Envelope

The most important thing to understand about the S464 vs S467 comparison is that both turbos fit within the same 820–995 HP crank range. Compressor flow between the two is similar once boost pressure stabilises, and neither turbo has a fundamental ceiling advantage over the other for the majority of diesel truck builds.

This means the S467 should not be defaulted to as the automatic "more power" choice. For most builds in the 820–950 HP range, the S467 does not produce meaningfully more power than the S464 — the real variable is how each turbo gets to that power and what the power curve looks like on the way there.

Spool vs. Top-End Trade-Off

The practical split between the two comes down to response versus top-end breathing. The S464 spools slightly earlier, which gives it the edge in low-rpm drivability and the kind of pull that street and towing-adjacent builds depend on. The S467 trades a small amount of that early response for marginally better breathing at the very top of the power range, which becomes relevant on engines that regularly exceed roughly 950 HP or that are tuned to extract every available pound of boost at high rpm.

On very high-flow engines, the S464 may show a marginally lower peak boost ceiling than the S467, which is when the larger compressor earns its place. For everything below that threshold — and that covers the majority of single-turbo diesel conversions — the choice between the two is genuinely about operating style and response goals rather than power numbers.

If you are building a street truck or a towing-adjacent rig that runs between idle and 3,000 rpm most of the time, the S464 is worth serious consideration over the S467. If you are pushing past 950 HP consistently and top-end breathing matters at those levels, the S467's marginal top-end advantage becomes relevant. Choose based on how you drive and where your engine spends its time, not based on compressor size alone.

S464 vs Large S300: The Narrowest S400 Decision

The comparison between an S464 and a large S300 is the closest call in this part of the turbo selection process, and it deserves an honest look in both directions rather than a default recommendation.

Case for the S464

Choosing the S464 gets you full S400 oil drain and turbine discharge sizing from the start, which simplifies the fitment path if you are building around S400 drain hardware, downpipes, or existing S400 manifolds. T4 and T6 turbine housings are readily available for the S464, giving you meaningful A/R flexibility. And despite being the smallest compressor in the S400 family, the S464 still spools noticeably earlier than the S467, S471, and larger options — so the spool argument that often pushes builders toward an S300 applies to the S464 within the S400 frame as well.

If you want the smallest compressor that still carries full S400 architecture, the S464 is that option.

Case for a Large S300

A large S300 offers a smaller overall package and a meaningful weight reduction compared to any S400 unit. In tight engine bays — particularly on early Cummins trucks or older Duramax platforms where space around the turbo is limited — the S300's reduced footprint and shorter overall length can be the deciding factor. A large S300 paired with a 0.88–0.91 A/R turbine housing is capable of supporting the same 820–950 HP window that the S464 targets, so the power argument does not automatically favour the larger frame.

How to Decide Between Them

Neither the S464 nor a large S300 is universally superior. The decision hinges on what the builder values more: the S464's full S400 architecture and spool margin within the S400 family, or the S300's packaging simplicity and reduced weight in applications where bay clearance is a real constraint.

It is also worth reinforcing the point made throughout this guide: the S464 is a large-frame turbo. Even though it carries the smallest common S400 compressor, it is not a compact or mid-frame unit, and it should not be treated as one when planning drain lines, downpipes, and housing clearances.

For a full breakdown of how the S300 and S400 frames compare across packaging, power range, spool characteristics, and platform fitment, see our S300 vs S400 turbo comparison guide. That page walks through the trade-offs in more detail than a subsection can cover.

Best-Fit Builds for an S464 Turbo

Towing-Adjacent Daily Drivers

The S464 is well suited to builds that need strong response in the 2,000–2,800 rpm range — where a loaded truck is working hardest on a grade or pulling away from a stop with a trailer. This is not a turbo positioned as ideal for every heavy-towing application; extreme towing cycles with sustained high load at low road speed involve different considerations around exhaust gas temperature and turbine durability. But for the owner who tows regularly, wants a large-frame turbo, and also uses the truck as a daily driver, the S464 offers S400 architecture with the kind of low-rpm response that makes those mixed-duty cycles feel natural rather than laggy.

Street-Performance Diesel Trucks

For the builder putting together their first big-single turbo setup, the S464 occupies a useful position: enough compressor to support serious power, but with the spool characteristics that keep the truck manageable on the street. Larger S400 options can feel sluggish at the rpm ranges common in street driving, particularly when the tune has not been optimised around the turbo's flow range. The S464's earlier spool onset means the power is available where street driving actually happens, not just at the top of the tachometer.

Common Diesel Platforms

The S464 is a practical fit for single-turbo conversions on several common platforms, with the shared characteristic that these are builds where constant high-rpm operation is not the primary use case:

• 5.9 L and 6.7 L Cummins — Both displacements see regular S464 use in single-turbo swap applications, particularly on trucks transitioning off compound turbo setups or upgrading from smaller single turbos. The S464 turbo on a Cummins platform is a well-documented combination in build threads across CumminsForum.
• Duramax LBZ, LMM, and LML — S400 single-turbo conversions on these platforms benefit from the S464's response characteristics, especially compared to the larger S400 options that can feel soft below 3,000 rpm on the Duramax.
• 6.0 L and 6.7 L Power Stroke — Similar application profile to the Duramax conversions; the S464 suits builds where the goal is a functional, drivable single-turbo setup rather than an all-out race configuration.

Final fitment on all platforms depends on manifold selection, turbine housing, drain configuration, and downpipe compatibility. Platform mentions here reflect common use cases — individual builds require confirmation of all fitment details.

S464 Turbo Cummins, Duramax, and Power Stroke Fitment Notes

Platform mentions in a turbo guide can create a false sense of universal compatibility, so this section is worth reading carefully before you order.

The S464 is compatible with 5.9 L and 6.7 L Cummins platforms, Duramax LBZ, LMM, and LML applications, and 6.0 L and 6.7 L Power Stroke builds — but "compatible" means the turbo's compressor and turbine specs suit the engine's flow requirements. It does not mean the turbo drops in without a plan. Every S464 Cummins, Duramax, or Power Stroke installation requires:

• A manifold that matches your turbine housing inlet (T4 or T6 bolt pattern).
• A turbine housing A/R appropriate for your power and response targets.
• A correctly specified oil drain — 50.8 mm (2.00") bolt centre, 12AN drain port, and the correct drain length for your sump clearance.
• A downpipe sized for the S400 turbine discharge, not an S300 downpipe.
• Inlet and outlet piping matched to the S400 compressor housing.

The caliper measurement point from earlier in this guide applies here too. If you are sourcing a drain flange separately from a local supplier or reusing hardware from a previous build, confirm the bolt centre before the turbo goes on the engine. The 0.8 mm gap between S400 and mid-frame flanges is the kind of difference that shows up as a slow oil weep rather than an obvious immediate problem, and it is avoidable with a 30-second measurement.

If you are uncertain about which frame size, drain hardware, or housing configuration applies to your specific platform and build goals, the team at Black Sheep Industries can help narrow it down. Platform fitment across S400 and S300 options is part of what we do, and getting the drain and discharge specs right before the order ships matters more than getting the turbo quickly and sorting the fittings out later.

Recommended Turbine Housing A/R for the S464

For the S464's target power band, the recommended turbine housing A/R range is 0.90–1.10. Within that range, smaller A/R values — closer to 0.90 — prioritise quicker spool and stronger low-rpm response, which suits street-driven and towing-adjacent builds where early boost onset matters most. Larger A/R values — toward 1.10 — support better top-end breathing and are more appropriate when peak power output is the priority and the engine regularly operates at higher rpm.

For most single-turbo diesel truck builds on Cummins, Duramax, or Power Stroke platforms, a mid-range A/R in the 0.96–1.00 neighbourhood represents a practical balance between response and top-end flow. If you are building specifically around towing response or strong street manners, biasing toward the lower end of the range makes sense. If you are targeting the upper end of the 820–995 HP window and your tune supports it, the higher A/R values allow the turbine to breathe more freely at peak output.

T4 divided and undivided turbine housings are readily available for the S464 across this A/R range. T4 undivided is the most common choice for street and performance applications; T4 divided suits builds where the engine's exhaust pulse energy is being used actively to support response. T6 divided housings exist for the S464 but are less common at this compressor size — most T6 applications are found on larger S400 turbos where the additional inlet area matches a higher-flow turbine wheel.

T4, T6, and Marmon Outlet Compatibility

S400 T4 Outlet

The S400 turbine discharge on a T4 housing measures 117 mm (4.62") and uses a half marmon clamp connection. This is the measurement your downpipe needs to be built around, and it is the first fitment checkpoint to confirm before ordering or fabricating exhaust components.

The 117 mm (4.62") half marmon is specific to the S400 frame. It is not shared with S200 or S300 turbos, and it is not interchangeable with S300 discharge hardware despite the visually similar appearance of the flanges when placed side by side.

S400 T6 Outlet

S400 turbos in a T6 turbine housing discharge through a 146 mm (5.75") full marmon connection. The clamp part number for this outlet is 99502-0588. T6 housings provide a larger turbine inlet area and are common on larger S400 compressors; as noted above, T6 divided options exist for the S464 but are less frequently used at this compressor size.

If you are building around a T6 turbine housing, confirm that your exhaust manifold, downpipe, and clamp are all sized and configured for the 146 mm (5.75") full marmon outlet before any components are ordered or fabricated.

Common S300 Downpipe Mistake

The S200 and S300 turbine discharge uses a 108 mm (4.25") marmon connection. The S400 T4 discharge is 117 mm (4.62"). At a glance, the difference is 9 mm — and that gap is small enough that the two flanges can appear compatible when placed next to each other or referenced casually in a parts list. They are not.

An S300 108 mm (4.25") marmon downpipe will not clamp correctly to an S400 T4 117 mm (4.62") outlet. The clamp will not seat properly, the seal will not hold, and the result is an exhaust leak at the turbine discharge — at best a performance and noise problem, at worst a fire risk depending on where hot exhaust gases contact surrounding components.

This is one of the most common ordering mistakes on S400 builds, particularly for builders upgrading from an S300 single who plan to reuse their existing downpipe. The downpipe does not carry over. Confirm your discharge sizing — using "bolt pattern" when referencing T4 or T6 turbine inlet flanges and inlet gaskets, and marmon outlet dimension when referencing turbine discharge and downpipe connection.

Common S464 Ordering Mistakes to Avoid

A few mistakes show up consistently on S464 builds, and most of them are avoidable with a few minutes of measurement and spec confirmation before anything ships.

Assuming the S464 is mid-frame. The S464 is a large-frame S400 turbo. It carries the smallest common S400 compressor, but its drain, discharge, and overall architecture are fully S400. Do not order mid-frame drain hardware, mid-frame drain fittings, or mid-frame downpipe adapters for an S464.

Ordering a 10AN drain instead of 12AN. The S400 drain port requires 12AN. A 10AN fitting is undersized and can restrict oil return in a way that damages bearings at sustained load. If your previous turbo used a 10AN drain, you need new drain fittings for an S464.

Confusing S400 and mid-frame drain bolt centres. The S400 bolt centre is 50.8 mm (2.00"). The mid-frame is 50 mm (1.97"). The difference is 0.8 mm — less than 1/32" — but it matters. Measure with calipers. Do not source drain flanges by frame name alone without confirming the physical bolt centre.

Reusing an S300 downpipe on an S400 T4 outlet. The S300 discharges through a 108 mm (4.25") marmon. The S400 T4 discharges through a 117 mm (4.62") half marmon. They will not clamp together. This mistake is common on upgrades from S300 single-turbo setups and consistently shows up in build threads as an after-the-fact frustration. Confirm discharge sizing before the turbo goes on the engine.

Buy an S464 Turbo Through Black Sheep Industries

If an S464 fits your build goals, Black Sheep Industries carries S400-frame turbos and the supporting fitment components — drain flanges, 12AN drain hardware, turbine housing options, and marmon clamps — to put the installation together correctly the first time.

Pricing is in CAD, and US duties are covered for cross-border orders, so you are not working out landed cost on your own. Whether you are in Canada or ordering from the United States, what you see is what you pay.

Before you finalise your order, confirm these five things:

1. Frame size — S464 is large-frame S400, not mid-frame.
2. Drain bolt centre — 50.8 mm (2.00") for S400; measure with calipers if reusing hardware.
3. Drain port size — 12AN required; 10AN is undersized.
4. Turbine housing A/R — 0.90–1.10 for the S464's power range; bias toward the lower end for street and towing response.
5. Marmon outlet size — 117 mm (4.62") half marmon for T4, 146 mm (5.75") full marmon for T6; your downpipe needs to match.

Black Sheep Industries is a fitment-focused source for S400 and S300 components, and getting these specs confirmed before the order ships is part of how we work. If you are uncertain about any of these details — particularly if you are navigating the S464 vs S467 choice, or deciding between the S464 and a large S300 — reach out before you order.

For the broader S400 turbo family context — how the S464 fits alongside the S467, S471, S475, and S480, and how the frame scales across power and platform — see our full S400 turbo guide for the complete picture.

S464 Turbo FAQ

What size is an S464 turbo?

The S464 is a BorgWarner S400-frame turbocharger with a 64 mm compressor inducer. It is the smallest common compressor size in the S400 large-frame family. The compressor exducer for a 64 mm inducer trim typically falls in the 92–96 mm range within the S400 frame, though exact mapping should be confirmed against BorgWarner spec sheets for the specific trim.

What is the difference between an S464 vs S467?

Both the S464 and S467 fit within the same realistic crank horsepower range of 820–995 HP, and both share the full S400 large-frame architecture. The difference is in how they reach that range: the S464 spools slightly earlier and delivers stronger low-rpm response, while the S467 offers marginally better top-end breathing on engines that regularly exceed roughly 950 HP. For most street and towing-adjacent builds, the spool advantage of the S464 is the more relevant characteristic.

How much horsepower can an S464 turbo support?

The realistic crank horsepower range for an S464 is 820–995 HP. This is the power window that reflects practical use across common diesel platforms, not a theoretical peak from a compressor map edge. The S464 reaches the upper end of this range in well-built, well-tuned applications; most street and towing-adjacent builds operate comfortably within the middle of that window.

Can I reuse my S300 downpipe on an S464?

No. The S200/S300 turbine discharge uses a 108 mm (4.25") marmon connection. The S400 T4 turbine discharge uses a 117 mm (4.62") half marmon. The two will not clamp together, and attempting to force compatibility will result in an exhaust leak at the turbine discharge. If you are upgrading from an S300 single to an S464, you need a new downpipe sized for the S400 T4 outlet.

What oil drain size does an S400-frame S464 need?

The S400 oil drain requires a 12AN drain port fitting. A 10AN fitting is undersized for the S400 frame and should not be used. The drain flange bolt centre is 50.8 mm (2.00") — distinct from the mid-frame 50 mm (1.97") bolt centre by only 0.8 mm, so measure with calipers rather than assuming compatibility with existing hardware. Drain length (35 mm/1.38", 65 mm/2.56", or 100 mm/3.94") is a separate specification determined by your specific install clearance requirements.