These are now on a 60 day back order as we wait for our next batch of 100 cast iwg manifolds to come out of the foundry( 1/2 done).
TheTurblown Rx7 EFR IWG Turbo Systemis the most reliable & fastest responding turbo system available for the 13B rotary engine. At the heart of this turbo system is aBall Bearing BorgWarner EFR(Engineered For Racing) Turbochargers. TheseInternal Waste-GateEFR turbochargers also featureBuilt In Recirc Blow Off Valves, &3 Port Boost Control Solenoidsbuilt into the compressor cover.All of these features in one package reduce the complexity of your turbo system.
Every single piece of this turbo system is designed for the highest reliability and performance that money can buy. This turbo systems now includes our new347SS investment cast EFR IWG T4 manifold. This manifold comes standard with twin 1/8 NPT exhaust gas temperature or exhaust manifold back pressure ports( plugs included). The turbo system cooling lines mimic the factory in terms of reliability with partial or full 304SS heavy wall hardlines, with high temp silicone lines for mating to the OEM hose barbs. Oil return line silicone hose is oil compatible, and double wall heat-shielded. At the heart of the system is a your choice of anEFR 7670,8374,9174or9180T4 .92 Internal Waste-gate Turbocharger.. The7670will deliver thefastest boost response, and lowest boost threshold, and is perfect for a 350 to 400rwhp street, or AutoX car. The 7670 will hold boost pressures as low as 6psi with a wide open 3 inch exhaust regardless of the port work. The 7670 will make over 450rwhp at high boost pressures. The8374will deliver avery wide power-bandthat will work well for road-course driven cars, or higher powered street cars(450-550rwhp selection). The 9180 will provide the highest level of IWG power with its 68mm compressor wheel and 80mm turbine wheel. One should choose the 9180 for 550 to 630+rwhp range. The EFR 9174 is a new turbo that we do not have results for currently. Please note that the bigger 8374/9174/9180 with a full 3" exhaust or bigger usually do not hold boost pressures lower than 12psi, 95% of customers see 12-13 psi, 3% see 15 psi, and 1% see 17 psi( ported engines, cold days, wide open exhaust). If you are dead set on running lower boost pressures( less than 15 psi on the 8374 or bigger turbochargers, the wastegate can be ported. We have seen creep issues completely fixed doing this).
The internal waste-gate configuration offers considerablyless noisethan open dump tubes. This is more desirable for street and track cars withdecibel limits & emission restrictions. With a proper tune, and the OEM catalytic converter installed one should be able to pass an emission tailpipe test( assuming engine health, and auxiliary components are working properly). Furthermore one does not have to worry aboutmelting your external wastegate lines, orblowing your waste-gate diaphragms( common on road course driven cars with external wastegates). The internal wastegate is also adivorced unit, withtwo separate runnersleading up to one single42mm waste-gate valve. This is the best internal waste-gate design of any turbocharger. This turbo system is atrue twin-scroll unit. It completely separates the exhaust pulses between the two rotors. This separation not only makes more power, but increases boost response.
The internal 42mm waste-gate has been proven toproperly control MEDIUM boost pressureson a 13b with a standard 3" exhaust. This is generally 13-15 psi. This turbo system comes standard with the medium waste-gate canister. Boost pressures lower than 13 psi usually require exhaust restriction( A Catalytic converter, 2.5" exhaust system, or a re stricter insert) on 8374, 8474, 9174, 9274, 9180, and 9280 turbo systems. The 7670 turbo systems usually runs 7-9 psi out of the box with zero creep. A TurboSmart EFR IWG actuator is recommended for those who wish to run high boost( 18+ psi). The larger 3.5" exhaust option should be selected only for those who wish to run 18+ psi, and the lowest boost pressure will be around 18 usually. 3.5" exhaust will add 50+rwhp over a 3" exhaust above 20 psi. If you want to run low boost you will want to consider out Cast EWG turbo system( holds down to 6 psi regardless of portwork/turbo size)
This turbo systemDoes Require Supporting Modificationssuch as anaftermarket ECU, intercooler, clutch,fuel, & ignition upgrades to reach it's full potential.
Turblown Engineeing offers aLifetime Limited Warrantyfor the original purchaser on the turbo manifold and downpipe. The turbo is under BorgWarner's One Year limited warranty. We have yet to see a single EFR turbocharger fail in over 4 years of use, and having sold over 3000 of them! 3rd gen FD3S Applications
This turbo systemFits Both Left and Right Hand Drive FD3S 93-2002 Rx-7s. It also accommodates the Pineapple Racing Idler Pulley, US-Spec, J-spec, 13BRE, Projay Typhoon & Xcessive FD3S Manufacturing( sometimes requires grinding to fit 8374, 9174 & 9180 models) intake Manifolds. This turbo system does clear the OEM FD3S airpump when using the 7670. 8374 and 9180 turbochargers require a custom tension-er bracket and light trimming to fit the airpump( see photos). OMP fitment requires removal of heat shield, or extra bending of coolant hardline.
2nd gen FC3S Rx7 Applications
This systemfits the FC3S chassis& S4/S5 engines with zero modifications when using the 7670 IWG version. S5 cars should use an S4 waterpump assembly, or re positing of the lower radiator connection is required when using the 8374 or 9180. The 8374/9180 will fit the FC3S S4/S5 OEM 13BT intake manifold with a bit of grinding & decking the engine flange by 1/8"(to clear the bigger compressor cover vband clamp & water line-see photos). If one has a REW or RE swap in their FC there are zero intake manifold clearance issues.We are offering the machining of the intake manifold if one cannot get it done by your local machine shop. Inconel turbine housing shield recommended for the FC3S engine because of close proximity of turbine housing to lower intake manifold.8374 & 9180 FC cars require an electric fan for turbo inlet duct clearance, V-mounts may or may not fit with this kit on an FC. Turbo inlet duct( not included) will be require and a tight fit on the 7670 FC cars with stock fan shroud.FC3S downpipes do not bolt up to OEM midpipe; they are left blank to fit to your midpipe. Optional Inconel turbine housing advised for FC3S fitment.
1st gen FB Rx7, JC COSMO RE, RX2, RX3, & Rx4 Applications
Thisturbo system does fit 1st gen LHD FB model Rx7s & RX2/RX3/RX4 cars with a 13BT( see above 2nd gen install comments in regards to the intake manifold), REW, or Cosmo RE Swap. No modifications are required when using the EFR 7670 model. The bigger 8374, 9174, or 9180 require modifications to the GSL-SE waterpump housing if used. The lower feed line needs to be cut and re welded at a lower angle. Downpipe is left blank at the rear. RHD FB chassis require an FC subframe/steering linkage swap. 7670 iwg kit less downpipe has been confirmed to fit JC COSMO with 13BRE.
Default downpipe size is 3". Choose 3.5" if ultimate, power, and boost response are desired. Please note you might experience boost creep with the 3.5" downpipe, especially if used with a full 3.5" or 4" exhaust system. 3" downpipe usually runs around 13-15 psi as your base pressure, 3.5" 18+psi. FD3S downpipes bolt right up to stock location midpipe/cat in most cases, but 100% fitment is not guaranteed( different motor mount heights, condition of exhaust mounts, etc) .
OEM A/C line & RA omp adapter compatible with all models
Some EFR 7670 castings do require grinding of our current cnc brackets. Borgwarners castings seem to be inconsistent in the area where the CNC bracket is placed. Please note the 7670 BW WG bracket is different than the bigger 8374, 9174, or 9180s, and its placement is slightly different than our install video that features the 8374. Also it appears that some of the 7670 BW WG bracket may or may not slightly interfere with the oil drain hose, and the leading edge should be ground down slightly.
The turbo and manifold can be installed together before being placed in the engine bay. Installation does not require the engine to be removed, jacked up, or any studs pulled. This is the easiest single turbo to install that we have ever seen.
After one heat cycle the turbo to turbo manifold nuts will need to be re-torqued to ensure the life of the T4 gasket. The nuts should also be checked at regular maintenance intervals.
We have weighed our cast manifolds vs our welded units and they actually weight a few ounces less! Since these manifolds are investment cast, they are less than 1/2 the thickness of your traditional cast iron turbo manifolds, and therefore do not retain as much heat as cast iron manifolds. There arezerodownsides to this casting process vs welding.
Inconel stud kits have 1.5 thread pitch that go into the manifold and 1.25 thread pitch nuts
Installation Notes for FD3S Turbo System;
Coolant port plugs must be swapped from original BW orientation in some cases( orientation from BW is random).
Heater core hardline requires modifications because of turbo placement; heat shielding should be used
ABS sensor line requires heat shielding
Use of OMP requires OE OMP shield to be removed on 8374, 9174 & 9180 Kits
EGT/EMBP plugs on manifold will require anti-sieze and proper tightening if ports are not used. Do not over tighten supplied plugs.
Anti-seize should be used on all fasteners including vband clamp
Start with 3 turns of preload for OE BW medium actuator, Start with 1 for turbosmart units
Make sure waste-gate rod is perfectly aligned with side loading after installation supplied WG bracket adapter. Tighten wg bracket adapter to OE BW bracket first, then install on turbo, then install WG actuator to bracket.
Upper most coolant hardline that protrudes from turbo facing fender goes to the upper most coolant barb on OE waterpump housing( normally this is coolant return for throttle body). We recommend welding or installing an NPT plug on OEM coolant port that normally feeds OEM twins. Hardline can be shorted if desired to run OEM spot, heat shielding silicone hose recommended if doing so.
It is recommend to start tuning with WG pressure only( no solenoid), and ECU boost cut settings enabled.
External Oil restrictors are NEVER used. Make sure crankcase(oil pan) has adequate vent( we recommend 10AN worth for street, and 12AN for track).
Downpipes are supplied with Vibrant 3" 2 bolt flanges. While this does fit the OEM cat, its recommended the OEM cat flange be changed as its quite smaller than 3", and the bolt holes are slightly off. OEM cat studs/nuts will not work to fasten, 3/8" units required for OEM cat.
Stock location intercooler kits will require a turbo inlet duct( not supplied).
Optional Inconel turbine housing shield is recommended
We have recently discovered some EFR 7670 IWG chrs are off, and require some slight grinding to the supplied WG bracket adapter.
8374+ bigger require the supplied heater core hardline, 7670 kits do not include this( and do not require it).
Install notes for FC3S Chassis;
S5 waterpump housing lower radiator hose connection requires modification to fit 8374, 9174, or 9180 turbochargers, swap to an S4 waterpump housing/pump/neck, or our Race EWP. S4 water pump housing connection is very tight fit, and does require certain clocking.
3" downpipe does not come terminated at the rear ( no flange). OEM midpipe is 2.5", and not all manufactures end at the same location.
Stock location coolant feed port on lower intake manifold is not used, a block off plate( not supplied) is required. OEM throttle body coolant feed line on rear iron should be block off( tapping and plugging recommended).
Vmount installation do not leave much room for an air filter to be attached directly to the turbo. Supplied unit will not fit directly on the turbo( although smaller ones can be fitted- see photos). A cobra style coupler and turbo inlet duct will need to be purchased/fabricated( not included).
Electric fan required for all installations
The default kit includes the following parts;
T4 .92 IWG EFR turbocharger with medium BW actuator