Trackspeed NA/NB EFR Turbo Kits - Currently Not Available
10-16-2015 | 04:49 PM
#1
Thread Starter
Joined: Nov 2006
Posts: 15,442
Total Cats: 2,104
From: Sunnyvale, CA
Trackspeed NA/NB EFR Turbo Kits - Currently Not Available
Product Link - Trackspeed EFR Manifold/Turbo Preorders
Rebooting this thread as a proper product discussion thread since we're shipping soon and I want to make it easier for new customers to catch up on our development process. Much of the info here is condensed info from the old thread, but you may learn something new, since the old thread was so fragmented and spread apart.
The Concept (and some background)
I have been racing and building turbocharged Miatas since 2007, and after forming Trackspeed in 2009 to sell some of the solutions I had developed (namely Inconel studs) to the general public, we embarked on a project in 2011 to develop our own turbocharger kit from the ground up. Frustrated with the offerings from current vendors, it has taken us over four years of research and development to produce a kit that functions at an acceptable level while still being competitively priced in the marketplace. The kit is the culmination of everything I learned while building one of the fastest turbocharged Miatas in the world, and I am excited to share the end result with you.
The Manifold
bYR7TOxl.jpg
XlIe4sGl.jpg
The manifold we have designed for the kit is a very unique part. Our goal was to create a manifold that combined the reliability of a cast part with the flow capability of a custom-built tubular manifold, and the end result is what you see below. It was designed in CAD by an engineer who understands the fundamentals of proper manifold design – low internal volume, pulses directed straight at the turbocharger, and as smooth a flow path as the packaging will allow. We specifically opted to pursue a low-volume design instead of an equal length design to improve throttle response and reduce costs. The manifold is cast using a shell mold process, which offers more dimensional accuracy and better surface finish over a standard sand cast manifold, and it’s cast from CF8M (347) Stainless Steel. Casting in Stainless Steel allows more heat energy to make it to the turbocharger and ensures long-term reliability in high-temperature environments.
While the manifold emphasizes reliability and performance in extreme situations, it is well-suited to a daily driver as well. Our manifold is fully compatible with factory air conditioning and power steering systems, and the factory EGR system can be retained as well. This manifold combines the reliability of a casting with the performance and bespoke appearance of a custom tubular manifold and we are extremely happy with how it turned out.
The Turbocharger
lxYEGEpl.jpg
Our kit is designed around the Borg Warner EFR B1-frame turbos, which includes the EFR6258, EFR6758, and EFR7163. These turbochargers are a clean-sheet design specifically developed for the automotive aftermarket, and they have several unique features which provide for a substantial performance increase over a comparable Garrett turbocharger. The EFR6258 is our “standard” turbo, with a power range of 160whp to 325whp. The EFR6758 is the “option” turbo, with a power range of 200whp to 450whp. The EFR7163 is available to customers with questionable judgement, and it features a compressor capable of over 500whp.
The first major feature is the titanium aluminide turbine wheel. TiAl is a material which exhibits similar high-temperature properties to nickel-based superalloys (such as Inconel), but its extremely low density allows for substantially reduced weight. The result is a turbine wheel which weighs half of what a comparable Inconel wheel would weigh. This weight reduction allows the turbine shaft to change speed significantly faster than a comparable turbo using Inconel turbine wheels, and this means significantly reduced throttle/turbocharger lag and significantly improved driveability. An EFR6258’s closest competitor in size is the Garrett GTX2863, but the response of an EFR6258 is comparable to a 2554R below 3000rpm, and above 3000rpm, there is no turbo on the market which reacts as quickly as the EFR does.
One of the biggest issues with Garrett’s T25 turbos (the 2554R, 2560R, 2860RS, and T25-based 3071R) is the internal wastegate. In low-boost applications, and especially when coupled with a 3” catback exhaust, the internal wastegate is unable to effectively regulate boost pressure at high RPM, which leads to a condition called boost creep. Boost creep causes higher-than-intended boost pressure, and this can lead to more power than the engine, fuel system, engine management, or clutch is capable of handling. The BorgWarner EFR’s internal wastegate is designed with low boost operation in mind, and it receives directed airflow from the turbine inlet and re-blends that airflow properly in the turbine exit to ensure that there is always enough available wastegate flow to control boost pressure effectively. Our testing shows that the EFR’s internal wastegate is capable of maintaining 6.5psi even with a full 3” exhaust at sea level, which eliminates the need for an external wastegate.
The EFR6258, EFR6758, and EFR7163 incorporate an integrated bypass valve into the compressor housing, which eliminates the need to purchase and install a separate bypass/blowoff valve. There is also an electronic boost control valve mounted directly to the turbocharger, which allows for boost pressure adjustments using a standalone ECU. Both of these features are included with every EFR turbo.
All three of the B1-frame turbos feature the same external dimensions and the same oil/water/intercooler hose hookups, so you can swap between an EFR6258 and an EFR6758 in just a few minutes. This means that you can start off with an EFR6258 on a stock engine and go all the way up to a built motor, E85 Flex-Fuel, and an EFR6758, and make over 450whp with the same manifold/downpipe, the same oil/water lines, the same intercooler/intake plumbing, and the same heat shielding solutions. No other turbo system on the market offers that breadth of compatability without changing major system components (turbine housings/downpipes).
The Downpipe
(Prototype pictured below. The shape is indicative of the production part, but the final product may look different.)
iwFY32hl.jpg
The EFR turbochargers feature a simple 3” V-band outlet, which makes the downpipe a simple 3” mandrel bent tube. It incorporates a flex joint for reliability and it will bolt up to a stock catback exhaust or any aftermarket exhaust which uses an OEM flange location.
What about the rest of it?
We are taking pre-orders through the middle of December for the manifold and turbocharger with an estimated ship date of early January, 2016. The downpipe is in development, and once we have nailed down our pricing structure, we will make pre-orders available. The downpipes are expected to ship with the manifolds in January. We are actively developing oil/water lines, intercooler kits, and heat shielding solutions, and those products will be available shortly after the “DIY” kits (manifold/turbo/downpipe) ship. We expect to have a complete bolt-on solution available in the spring.
Pre-orders are encouraged to get the best pricing, but they are not required. These kits will be a regular in-stock item for us. Pre-order customers will receive discounted pricing on the manifold, turbo, and downpipe, as well as all of our future parts (downpipes, intercooler parts, etc) as well. Expect to pay 5-10% more once the pre-order period ends in December.
Current pricing is $600 for the manifold alone, and $2000 for the manifold and a turbocharger (6258/6758) together. Estimated retail on the downpipe will be ~$500. We expect the retail price for the complete mechanical kit to come in at ~$4000, and a complete kit with an MS3 Basic, wideband O2 sensor, and Flow Force injectors will be in the $5300 range.
Product Link - Trackspeed EFR Manifold/Turbo Preorders
Results?
We are actively developing the kit on our 2002 street car project, so we're starting at the bottom and going up in boost from there. Our debut was at MRLS with our full prototype kit, an EFR6258, and a stock 2002 NB exhaust, and the car made 158whp/151wtq at 5psi (SAE corrected Dynojet). This is the base power level for the EFR6258, and the results with such low boost and a 2.25" exhaust are exceptional.
Stock 2002 longblock
Trackspeed EFR6258 turbo system (347SS cast manifold, 3" downpipe)
Stock 2.25" NB2 exhaust
MS3 Basic
Flow Force 610cc injectors
5psi, intercooled
QHcfC7Tl.jpg
The car is currently running 6psi with a full 3" exhaust, and we will be adding EBC control via our MSLabs MS3 Basic shortly. Our next dyno session will be a few runs at 6psi with the 3" exhaust and a few runs at ~10psi.
Rebooting this thread as a proper product discussion thread since we're shipping soon and I want to make it easier for new customers to catch up on our development process. Much of the info here is condensed info from the old thread, but you may learn something new, since the old thread was so fragmented and spread apart.
The Concept (and some background)
I have been racing and building turbocharged Miatas since 2007, and after forming Trackspeed in 2009 to sell some of the solutions I had developed (namely Inconel studs) to the general public, we embarked on a project in 2011 to develop our own turbocharger kit from the ground up. Frustrated with the offerings from current vendors, it has taken us over four years of research and development to produce a kit that functions at an acceptable level while still being competitively priced in the marketplace. The kit is the culmination of everything I learned while building one of the fastest turbocharged Miatas in the world, and I am excited to share the end result with you.
The Manifold
bYR7TOxl.jpg
XlIe4sGl.jpg
The manifold we have designed for the kit is a very unique part. Our goal was to create a manifold that combined the reliability of a cast part with the flow capability of a custom-built tubular manifold, and the end result is what you see below. It was designed in CAD by an engineer who understands the fundamentals of proper manifold design – low internal volume, pulses directed straight at the turbocharger, and as smooth a flow path as the packaging will allow. We specifically opted to pursue a low-volume design instead of an equal length design to improve throttle response and reduce costs. The manifold is cast using a shell mold process, which offers more dimensional accuracy and better surface finish over a standard sand cast manifold, and it’s cast from CF8M (347) Stainless Steel. Casting in Stainless Steel allows more heat energy to make it to the turbocharger and ensures long-term reliability in high-temperature environments.
While the manifold emphasizes reliability and performance in extreme situations, it is well-suited to a daily driver as well. Our manifold is fully compatible with factory air conditioning and power steering systems, and the factory EGR system can be retained as well. This manifold combines the reliability of a casting with the performance and bespoke appearance of a custom tubular manifold and we are extremely happy with how it turned out.
The Turbocharger
lxYEGEpl.jpg
Our kit is designed around the Borg Warner EFR B1-frame turbos, which includes the EFR6258, EFR6758, and EFR7163. These turbochargers are a clean-sheet design specifically developed for the automotive aftermarket, and they have several unique features which provide for a substantial performance increase over a comparable Garrett turbocharger. The EFR6258 is our “standard” turbo, with a power range of 160whp to 325whp. The EFR6758 is the “option” turbo, with a power range of 200whp to 450whp. The EFR7163 is available to customers with questionable judgement, and it features a compressor capable of over 500whp.
The first major feature is the titanium aluminide turbine wheel. TiAl is a material which exhibits similar high-temperature properties to nickel-based superalloys (such as Inconel), but its extremely low density allows for substantially reduced weight. The result is a turbine wheel which weighs half of what a comparable Inconel wheel would weigh. This weight reduction allows the turbine shaft to change speed significantly faster than a comparable turbo using Inconel turbine wheels, and this means significantly reduced throttle/turbocharger lag and significantly improved driveability. An EFR6258’s closest competitor in size is the Garrett GTX2863, but the response of an EFR6258 is comparable to a 2554R below 3000rpm, and above 3000rpm, there is no turbo on the market which reacts as quickly as the EFR does.
One of the biggest issues with Garrett’s T25 turbos (the 2554R, 2560R, 2860RS, and T25-based 3071R) is the internal wastegate. In low-boost applications, and especially when coupled with a 3” catback exhaust, the internal wastegate is unable to effectively regulate boost pressure at high RPM, which leads to a condition called boost creep. Boost creep causes higher-than-intended boost pressure, and this can lead to more power than the engine, fuel system, engine management, or clutch is capable of handling. The BorgWarner EFR’s internal wastegate is designed with low boost operation in mind, and it receives directed airflow from the turbine inlet and re-blends that airflow properly in the turbine exit to ensure that there is always enough available wastegate flow to control boost pressure effectively. Our testing shows that the EFR’s internal wastegate is capable of maintaining 6.5psi even with a full 3” exhaust at sea level, which eliminates the need for an external wastegate.
The EFR6258, EFR6758, and EFR7163 incorporate an integrated bypass valve into the compressor housing, which eliminates the need to purchase and install a separate bypass/blowoff valve. There is also an electronic boost control valve mounted directly to the turbocharger, which allows for boost pressure adjustments using a standalone ECU. Both of these features are included with every EFR turbo.
All three of the B1-frame turbos feature the same external dimensions and the same oil/water/intercooler hose hookups, so you can swap between an EFR6258 and an EFR6758 in just a few minutes. This means that you can start off with an EFR6258 on a stock engine and go all the way up to a built motor, E85 Flex-Fuel, and an EFR6758, and make over 450whp with the same manifold/downpipe, the same oil/water lines, the same intercooler/intake plumbing, and the same heat shielding solutions. No other turbo system on the market offers that breadth of compatability without changing major system components (turbine housings/downpipes).
The Downpipe
(Prototype pictured below. The shape is indicative of the production part, but the final product may look different.)
iwFY32hl.jpg
The EFR turbochargers feature a simple 3” V-band outlet, which makes the downpipe a simple 3” mandrel bent tube. It incorporates a flex joint for reliability and it will bolt up to a stock catback exhaust or any aftermarket exhaust which uses an OEM flange location.
What about the rest of it?
We are taking pre-orders through the middle of December for the manifold and turbocharger with an estimated ship date of early January, 2016. The downpipe is in development, and once we have nailed down our pricing structure, we will make pre-orders available. The downpipes are expected to ship with the manifolds in January. We are actively developing oil/water lines, intercooler kits, and heat shielding solutions, and those products will be available shortly after the “DIY” kits (manifold/turbo/downpipe) ship. We expect to have a complete bolt-on solution available in the spring.
Pre-orders are encouraged to get the best pricing, but they are not required. These kits will be a regular in-stock item for us. Pre-order customers will receive discounted pricing on the manifold, turbo, and downpipe, as well as all of our future parts (downpipes, intercooler parts, etc) as well. Expect to pay 5-10% more once the pre-order period ends in December.
Current pricing is $600 for the manifold alone, and $2000 for the manifold and a turbocharger (6258/6758) together. Estimated retail on the downpipe will be ~$500. We expect the retail price for the complete mechanical kit to come in at ~$4000, and a complete kit with an MS3 Basic, wideband O2 sensor, and Flow Force injectors will be in the $5300 range.
Product Link - Trackspeed EFR Manifold/Turbo Preorders
Results?
We are actively developing the kit on our 2002 street car project, so we're starting at the bottom and going up in boost from there. Our debut was at MRLS with our full prototype kit, an EFR6258, and a stock 2002 NB exhaust, and the car made 158whp/151wtq at 5psi (SAE corrected Dynojet). This is the base power level for the EFR6258, and the results with such low boost and a 2.25" exhaust are exceptional.
Stock 2002 longblock
Trackspeed EFR6258 turbo system (347SS cast manifold, 3" downpipe)
Stock 2.25" NB2 exhaust
MS3 Basic
Flow Force 610cc injectors
5psi, intercooled
QHcfC7Tl.jpg
The car is currently running 6psi with a full 3" exhaust, and we will be adding EBC control via our MSLabs MS3 Basic shortly. Our next dyno session will be a few runs at 6psi with the 3" exhaust and a few runs at ~10psi.
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2
2
10-16-2015 | 06:58 PM
#2
Junior Member
Joined: Aug 2007
Posts: 223
Total Cats: 0
From: Dallas, Tx
I'm currently in the market for an upgraded turbo since Garrett finally died at the track after some 6+ years.
Anyway, I'm getting quotes from various different vendors and custom shops. Saw you had this almost ready to go and thought I'd see what you can offer.
Just PM me.
Parts that I want to change:
Manifold
Turbo
Downpipe
Full Exhaust
Coil Packs
Injectors.
Anyway, I'm getting quotes from various different vendors and custom shops. Saw you had this almost ready to go and thought I'd see what you can offer.
Just PM me.
Parts that I want to change:
Manifold
Turbo
Downpipe
Full Exhaust
Coil Packs
Injectors.
Reply
0
0
10-16-2015 | 07:16 PM
#3
I'm currently in the market for an upgraded turbo since Garrett finally died at the track after some 6+ years.
Anyway, I'm getting quotes from various different vendors and custom shops. Saw you had this almost ready to go and thought I'd see what you can offer.
Just PM me.
Parts that I want to change:
Manifold
Turbo
Downpipe
Full Exhaust
Coil Packs
Injectors.
Anyway, I'm getting quotes from various different vendors and custom shops. Saw you had this almost ready to go and thought I'd see what you can offer.
Just PM me.
Parts that I want to change:
Manifold
Turbo
Downpipe
Full Exhaust
Coil Packs
Injectors.
Reply
0
0
10-16-2015 | 07:42 PM
#4
Thread Starter
Joined: Nov 2006
Posts: 15,442
Total Cats: 2,104
From: Sunnyvale, CA
I'm currently in the market for an upgraded turbo since Garrett finally died at the track after some 6+ years.
Anyway, I'm getting quotes from various different vendors and custom shops. Saw you had this almost ready to go and thought I'd see what you can offer.
Just PM me.
Parts that I want to change:
Manifold
Turbo
Downpipe
Full Exhaust
Coil Packs
Injectors.
Anyway, I'm getting quotes from various different vendors and custom shops. Saw you had this almost ready to go and thought I'd see what you can offer.
Just PM me.
Parts that I want to change:
Manifold
Turbo
Downpipe
Full Exhaust
Coil Packs
Injectors.
Reply
0
0
10-16-2015 | 08:08 PM
#7
Thread Starter
Joined: Nov 2006
Posts: 15,442
Total Cats: 2,104
From: Sunnyvale, CA
The complete kit will include the mani/dp/turbo, oil/water lines, intercooler core+pipes, heat shields, turbo intake, heat shielding/sleeving, etc. It will be everything needed to install and operate the system, except for fuel system and engine management parts.
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0
0
10-17-2015 | 03:02 AM
#9
I was privileged to enjoy an eye opening demo-ride along with Andrew today.
If you are not lucky to share the neighborhood with Andrew, or had not made the pilgrimage to MX-5s @ MRLS to witness the Trackspeed EFR, rest assured it is great in technical and cosmetic way beyond any other turbo-system made for MX-5 thus far.
The acceleration at current 6psi on OEM VVT w/stock 10:1 6 speed w/3.6 rear is better than typical 99-05 turbo kit at 10psi.
The response and spool are awesome.
Mind you, I own and have experienced a lot: My Evo prior to EFR8374 wore a turbo that on 2.3 stroker would make 10psi at 2500rpm and 28psi at 3000rpm, producing 450whp on Mustang on E85. I know spool and gititup. (450whp MD is 530whp DJ)
The turbo system looks absolutely worthy of OEM level such as APR Audi investment cast, and beyond systems: rare indeed, let alone for the price Andrew is charging.
Being a mechanical engineer, I first look for functionality, i.e. flow, mechanical stability, and serviceability: nothing comes close that I've seen for MX-5. And really nothing comes to mind to improve.
Buy with confidence. Won't be eclipsed anytime soon, and the upgrade path is easy...swapping compressor side if you chose a smaller 6258 to reconfigure the same turbo to 6758 will allow you to simply go from "OEM high compression block" 220-250whp to 400whp when you chose to build the motor...in a simple swap of portion of turbo hardware, all else stay the same (maybe injectors?, and re-tune of course). Now that is really nifty.
If you are not lucky to share the neighborhood with Andrew, or had not made the pilgrimage to MX-5s @ MRLS to witness the Trackspeed EFR, rest assured it is great in technical and cosmetic way beyond any other turbo-system made for MX-5 thus far.
The acceleration at current 6psi on OEM VVT w/stock 10:1 6 speed w/3.6 rear is better than typical 99-05 turbo kit at 10psi.
The response and spool are awesome.
Mind you, I own and have experienced a lot: My Evo prior to EFR8374 wore a turbo that on 2.3 stroker would make 10psi at 2500rpm and 28psi at 3000rpm, producing 450whp on Mustang on E85. I know spool and gititup. (450whp MD is 530whp DJ)
The turbo system looks absolutely worthy of OEM level such as APR Audi investment cast, and beyond systems: rare indeed, let alone for the price Andrew is charging.
Being a mechanical engineer, I first look for functionality, i.e. flow, mechanical stability, and serviceability: nothing comes close that I've seen for MX-5. And really nothing comes to mind to improve.
Buy with confidence. Won't be eclipsed anytime soon, and the upgrade path is easy...swapping compressor side if you chose a smaller 6258 to reconfigure the same turbo to 6758 will allow you to simply go from "OEM high compression block" 220-250whp to 400whp when you chose to build the motor...in a simple swap of portion of turbo hardware, all else stay the same (maybe injectors?, and re-tune of course). Now that is really nifty.
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0
0
10-17-2015 | 05:10 AM
#11
Thread Starter
Joined: Nov 2006
Posts: 15,442
Total Cats: 2,104
From: Sunnyvale, CA
BorgWarner does not offer the appropriate turbine a/r size (0.64) in a v-band configuration. Going to v-bands requires that you use the larger 0.85a/r, which would substantially alter the way the turbo responds and drives (slower). We're using a bespoke M8 Inconel stud which offers the same reliability at a lower cost, so there's no downside to the T25 flange.
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10-19-2015 | 04:31 PM
#17
Thread Starter
Joined: Nov 2006
Posts: 15,442
Total Cats: 2,104
From: Sunnyvale, CA
No, but there will likely be a slip-joint at the very back of the downpipe that we'll use to adapt the same downpipe to 94-97 and 99-05 exhausts, so you can build a custom straight 3" pipe from there pretty easily.
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