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

Attachment 232693

Attachment 232694

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


Attachment 232695

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.)
Attachment 232696

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
Attachment 232697

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.

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.

Email him. Savington does not do pm. He can help you with almost everything on that list.

Shoot me an email. info@trackspeedengineering.com

Email sent

What does the complete mechanical kit include. I assume
Manifold
Turbo
Down pipe.

What else ?

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.

Why did you go with a studded flange design instead of v-band manifold outlet?

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 I had to guess, it's cheaper. The internal wastegate on the T25 flanged one massively simplifies the manifold & downpipe (and installation).

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.

^ thank you.

Much excite! For those of us who are going manifold only, will the studs be a separate add on or included with the manifold?

If we get the manifold now can we get the turbo at the same price later?

Well done Andrew! Love the manifold design and material composition. I look forward to seeing the true potential once you turn up the boost.

To add to this, if one where to buy the manifold, is the downpipe available with no flange down stream to allow us to adapt an exhaust

Separate add-on, deeply discounted for GB people.

No, sorry. The discounted turbo is only available with the manifold as a package.

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.

Will you have a Mazdaspeed version or will the standard one fit?

The TSE manifold will fit all 1.8 miata engines from 94-05. So nothing special to put it on a MSM.

Odds & Ends like Oil lines, other issues? I'm not very familiar with what all is different between MSM and non-turbo models. ECU would be changed out of course. Ignition upgrade too.

Yeah all that should be the same as the rest of the NB setups.

I'm trying to figure out the nicest, most polite way of telling you to stop asking really stupid questions in every "turbo kit' thread and start reading up about these cars and what the differences are.

Pro-tip: new product announcement threads are not the place to learn the basics of miata's. Bombarding vendors with completely clueless questions is also a bit unfair because you're forcing them to spoon feed you the most basic of info, with no guarrantee of them gaining your business/money.

I mean this in the nicest way possible. Please learn a little before waving money around and making clueless decisions.

As an EFR6258 owner, I can't say enough great things about the turbo. My question is, for a more track intended application around 300whp, would you recommend the 6258, or jumping to the 6758 for lower boost and lower temps. How's the spool and response difference between the two?

No specific "MSM version", but that's because once you strip the MSM manifold/turbo/downpipe from that car, it essentially becomes a normal NB2. Ergo, the kit will fit MSMs just fine. It will essentially be a standard NB kit with slightly tweaked oil lines.

I wouldn't upgrade to a 6758 until ~350whp. To fully answer your question, let's put the idea of "inefficient at higher boost" to rest, because it's a relic from the years of old Garrett GT-series compressors. The EFRs are extremely efficient at high boost. To show this, let's look at compressor maps.

Footnote: Pressure Ratio is calculated by adding boost pressure to atmospheric pressure at your altitude, then dividing by atmospheric pressure.

Sea level:
14.7psi = 2PR
18.4psi = 2.25PR
22.1psi = 2.5PR
25.7psi = 2.75PR
29.4psi = 3PR).

I am also using a brutally simplified formula to quickly convert from wheel horsepower to corrected airflow (whp / 9.1 = lb/min). A real engineer can do the real math if they'd like, but the simplified formula gets us close enough for this discussion.

Garrett GT2560R Compressor Map
Attachment 232690

Here's a GT2560R compressor map. Most people run that turbo at ~250whp (~27.5lb/min) and ~15psi (~2.0 PR). Plotting those points on the compressor map puts you at ~72-73% efficiency, and it's clear that you're starting to fall off the upper edge of the efficiency island.

Let's say you decide to max that turbo out and seeing ~18psi(~2.25 PR) at around 300whp (~33lb/min). Plotting that point on the 2560R compressor map has you at the very, very edge of the published map, at an efficiency of ~68%. This is why you rarely see more than 300whp from 2560R setups, and the people who do make 300whp typically have fully optimized cars (2.0L shortblocks, ported heads, etc).

Let's look at the EFR6258 map in comparison, and plot the same points.

BorgWarner EFR6258 Compressor Map
Attachment 232691

At 15psi and 250whp, the EFR hasn't even gotten started. Efficiency is 74-75% and you're at the very bottom of the efficiency island. Adding boost doesn't harm efficiency at all. At 300whp (33lb/min) and 18psi (2.25PR), you're square in the center of the efficiency island at 75%. You don't even begin to run off the edge until you're well north of 20psi and 350whp.

The EFR6758 takes this idea (high boost efficiency) and turns it up to eleven.

BorgWarner EFR6758 Compressor Map
Attachment 232692

Even in the low 400whp and mid-20psi range, the EFR6758 is still able to maintain >70% efficiency, which is huge for our ability to make big power on a relatively small-displacement engine.

So the short answer to your question is this: No, you don't need to step up to a 6758 for a 300whp track car. At 350whp, I would consider making the jump.

I have yet to drive a 6758, but from what I have been told, the difference is minimal. Once I have the 6258 dialed in a bit better, I will spend a week or two on the 6758 to get an idea of how much laggier it is. I am expecting a minimal response change and maybe ~200rpm of delay in the boost curve.

Wow, I just learned a lot, thanks! Nice to actually be able to understand the compressor map, and how to figure that stuff out. Sounds like the 6258 will be the best option for most people, as I understand a 300whp track car is not exactly reliable, 350 is just :giggle:

Great info, Andrew. Now if only someone would make a transmission solution for boosted BP's that survives anything other than Cars and Coffee at 300+ whp :)

could a garrett t2 also be mounted to this? I've already got a turbo set up but I really like this manifold.

Anything with a t2 flange could be mounted to it. The rest of the kit wont work though.

It's a standard T25 flange, so any Garrett with a T25 turbine housing (2554R, 2560R, 2860RS, all the GTX28s, and some GT3071s) will bolt up. You'll need to build your own downpipe.

A bit of thread drift..

We have a customer we are building an "everything" engine for. Billet crank, the works. It'll be an SSM autocrosser. I learned he had an FMII with a GT2554R and suggested he talk to Andrew about an EFR 6258 TSE kit so he can fully utilize the capabilities of the engine. A few calls later and the plan now appears to include a 6758 based TSE kit. I then suggested he start researching transmissions so he could turn the boost all the way up. If the 6758 happens, I think we'll see a genuine 8000rpm 450whp with fantastic spool and a torque plateau like no other.

:party::party::party::party::party::party::party:: party::party::party::party::party::party::party::p arty::party::party::party::party::party::party::pa rty::party:

Wow, with two of you behind the project, this will be a hit like no other.
Too bad its an autocross car, rather than track focused car: with the power and your ingenuity I can speculate Formula Mazda laptimes would be possible.

Isn't the 6758 "wasted" on an autocross car?
ie. Wouldn't a 6258 be better suited?

What has been posted before on 6258 vs 6758 is that spool time between them is expected to be minimally different, on the order of 300ish rpm. So the real reason to not go 6758 is that there's no solution for a transmission for a 400whp miata that's driven to anything other than cars and coffee. Bundy in autocross trim has 300whp, and with 275 Hoosiers he eats 6 speeds.

For a dedicated autocross car of the magnitude being discussed here, though, the individual in question may have the resources available to source custom solutions that are impractical / out of reach for the rest of us. He'll only need two gears and reverse.

SSM cars need to make more power than a 6258 would be capable of, and the 6758 gives up very little to the 6258 in terms of response.

There is the jerico 4 speed, quafie 5 speed (which works for bob now), and there is also a T5 option (not begi, the ebay one discussed.). Its just a matter of how well they actually work.

I have a question in regards to the manifold design.

With this setup being focused towards the track crowd and EFR's, why go with a T25 turbo flange over a V-band?

I was looking into possibly switch my 6258 over to the 7163 IWG V-band and noticed that all the B1 frame EFR's offer a V-band IWG option now, but just with a bigger A/R.(i.e. The 6258 with the t25 has a A/R of .64 and the IWG V-band option is .85)

Wouldn't the V-band be more reliable the the track, or would the increased A/R kill the spool and powerband that these turbos are known for?

Because the bigger A/R ruins the sexy spool.

From the first page.

God damn it...:facepalm: Sorry guys, I just read through this thread before posting too. I need to stop sucking at life. Maybe I need glasses or reading lessons. Thanks for sharing though.

If someone could just delete these last posts so they don't clutter this thread with stupidity that would be appreciated.

Nah that's fine, we need the repetition for the masses.

There's a lot of information on this board, it can be hard to stay on top of what's "current best practice".

The Quaife gearset is great from a ratio standpoint. It is, however, relatively fragile, especially when tracked. I autocrossed for years with no issues but when our local track opened, I've lunched two gears in two years. Heat seems to be the culprit. I'm eagerly awaiting a T5 option.

About 400 hp will do. key point is getting a nice flat area of torque curve matched with gear ratios to have response and torque in one single gear in the ~35 to 75 mph speed range.

Ideally I think you want to be able to make more torque than is usable then flatten the torque curve with really good rpm based boost control. Personally I haven't experienced any really good electronic boost control that was very reputable in all situations yet.

I will say it is amazing how little you gain in autocross with more power over say A CSP car at the top levels of competition but extreme HP is still required to compete at the top levels in SSM.

My order is in, eagerly waiting on shipment. Hope to have motor in car by time it gets here.

Dang it... I want this. But I need that money for a down payment on a house :vash:

It looks great though, and I hope someone on the east coast puts one together so I can experience it.

Drive down to Charleston. I have one on order.

Let me know when you have it running. I have a feeling next year's tax return needs to be invested in a manifold and turbo!!! Muaahahahahaha!

when is it due? maybe we'll get a lexington and aiken prospect to both drive down and see it.

Chip

On a somewhat related note, Maxxis showed the new VR-1 200tw street tire at SEMA. 245/40/15 is slated for Q2/16 release. This makes a 350whp street Miata that much more plausible. Separate thread over in wheels/tires.

Spring time trip to charleston? Sounds good to me. Haven't been there in a year or so...

Going to try to get dyno charts for 6psi, 8psi, and 10psi this week.

Don't be a wuss, go for 24. :)

--Ian

I believe late December is when manifolds will be shipped out. Not sure when I will get it installed on a car.

:likecat: :party:

If you can, overlay them. That would be Epic Win

But which one feels faster? This is the most important metric.

Can't wait to see the dyne charts

Any idea on price with downpipe?

I'm so tempted to switch from my Artech purely for packaging size and due to the limitations of air filter placement in the NA (due to pop ups).

Question: If I swap out my oem turbo kit off my MSM. Will my MSM idle/run with the stock ecu?

I'm wondering because my MSM turbo is a POS and when it comes down to smog time, I'm able to run the stock ecu and tie the wastegate wide open so it will not go into boost just to get the obd2 in smog ready mode?

TIA from
(looking to upgrade)

Rough estimate is ~$2500-2600.

Can't say 100% for sure, but I can't imagine it being too far off the stock MSM setup at idle/low-speed.

Hi Savington! Remember me? LOL! I'm back...