Pre order TurboSource Investment Cast ND MX5 Miata Turbo Manifold


These are set to be released 1st Trimester of 2020. 100 units will be available on the main production run. 


TurboSource 347SS Investment Cast ND MX5 Turbo manifold is designed to fit all 2016-2019 ND MX5 models, including both 6 speed and automatics. Fits both LHD & RHD chassis. Designed for Vband IWG( internal wastegate) turbochargers only, known fitment is Borgwarner EFR 6258, 6758, 7163. Fitment, and dyno testing carried out back in 2016 when TurboSource became first turbocharged ND to properly run globally, and first to break both 250rwhp, 300rwhp, and 380rwhp power levels( current world record). Over 500 dyno runs and 3 different variations were tested. This is the only equal length turbo manifold on the market, and that is part of the reason its been able to make more power than other kits. This is the best & strongest turbo manifold money can buy by a LONG shot, nothing else comes close. This will be your first and last turbo manifold EVER. Lifetime warranty, regardless if you are the original purchaser or not. 

This cast model now replaces welded models found in our full turbo kits, as its superior in every way. This cast version is improved with Tapered runners, 4X egt/emap ports, stronger build construction,higher flower transitions and a better collector.How is the new cast version different from our welded version?

Equal Length
347SS vs 304SS
Tapered Main Runner Inside Diameter 
4x 1/8 NPT EGT or EMBP bungs standard
CNC Flanges & Smoother Transitions
Torque Merge Collector

Cast 347SS
This manifold is cast from 347SS which is far superior to 304SS. Not only does 347SS last longer at elevated temperatures , there are no welds like those found in traditional turbo manifolds. When a welded turbo manifolds fails, they almost always break at or next to the welds. A broken turbo manifold even if it features a life-time warranty can be a serious hassle to remove and send back in for repair, especially if you miss a race because of it. We have weighed our cast manifolds vs our welded units and they actually weigh 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 are zero downsides to this casting process vs welding. We have not had a single failure on our other designs that we have been using for 5+ years.

Tapered Main Runner Inside Diameter
This manifold's inside diameter slowly tapers down as it reaches the vband flange. This process is only possible with a cast manifold. A traditional welded manifold does not change inside diameter. This tapering process is identical to the volute of a turbine housing. By tapering down it increasing velocity, and speeds up the exhaust flow and increases boost response.


CNC machined flanges
All flanges are CNC machined to be perfectly flat. Most turbo manifolds are just belt sanded flat, which is not as accurate as CNC machining. The Vband flanges sometimes leak, especially under high boost on a welded manifold, even if the face is belt sanded flat. The outside vband flange, do not stay true because of the welding process.

Smoother transitions
Welded turbo manifolds require hours of hand porting with a die grinder, and sanding drums to contour the changes in shape at flanges. We have taken this step, just like the rest of the manifold, to an even higher level of quality. The investment casting process makes every transition seamless. Welded manifolds are made from short pieces of cast elbows. Every time there is a joint it is welded, there can be a slight disruption on the inside diameter if the pipe is not perfectly matched, or the weld penetrates all the way through. This disruption is eliminated with the casting process resulting in a better flowing turbo manifold.

Torque Merge Collector

Besides the tapered runners, and added egt/emap ports, we have also added a torque merge collector. This design is an incorporates an inverted spike to keep the exhaust velocity as high, and separated as much as possible. Any time there is a change in diameter, velocity slows down, this happens where all 4 exhaust pulses collect, in the collector. We shift this point farther up, into the turbine housing, where the turbine housing is already starting to taper. This keeps the velocity, and therefore the response up as high as possible. It also lessens the amount of blow down time, or exhaust pulse interference as much as possible( increasing VE, and lower the chance of detonation). 


You can read more about Cast vs Welded manifolds here.