IRP EFR single turbo kits are ready and available to the public featuring only the best components.
Borg Warner EFR8374 turbocharger. Excellent response and 400whp+ on pump gas. Capable of approaching and exceeding 500whp at higher boost.
ZERO boost creep.
Internal wastegate for simplicity and low noise.
Integrated boost control solenoid and blow off valve eliminate the need to purchase these components separately.
- Compressor Type: Forged-Milled Wheel (FMW) Extended Tip
- Compressor Wheel OD (exducer): 83mm
- Compressor Wheel Inducer: 62.6mm
- Max Flow Rate: 79 lb/min
- Built-in BOV: All EFR compressor housings incorporate an integrated BOV.
- Compressor Housing Connections:
- Inlet: 4″ Ported Shroud Hose Coupler
- Outlet: 2.5″ Hose Coupler w/ integrated Vband option
- Turbine Type: Low Inertia Gamma-Ti Turbine Wheel
- Turbine Wheel OD: 74mm
- Stainless Steel Turbine Housing – The EFR 8374 is available in (3) different turbine housing configurations, all use 3″ vband (92mm OD): [list]
- 0.83 A/R T3 Single Scroll (Internal WG) – Part # 179258
- 0.92 A/R T4 Twin Scroll (Internal WG)- Part # 179357
- 1.05 A/R T4 Twin scroll (external WG)- Part # 179393
Purpose built stainless steel equal-length manifold.
Our manifold is T304 stainless-steel, equal length. This is crucial to maintain even exhaust gas temperatures and controlling boost. Runner length and diameter have been calculated from years of testing and experience. Our manifolds are tuned to the exhaust pulses of the 2 rotor engine. We have found that a 1.8″ inside runner diameter is most ideal for 99% of rotary applications offering the best balance of spool and power potential. This is not attainable with schedule piping, which is why we do not use it. Schedule piping is also significantly heavier. A note about cast manifolds. Some manufacturers make claims that their cast manifolds are superior to a tubular manifold. While a cast manifold can be somewhat more resistant to cracking, a properly constructed tubular manifold will not crack either. In fact, we offer a life time warranty on our manifolds to the original purchaser. The biggest downside of a cast manifold is the heat it retains. This heat radiates and heat soaks everything its path including the turbo, intake manifold, and any hoses or wires. This causes these components to fail much quicker, similar to the heat issues the stock turbo system on these cars cause. A second downside is difficulty in casting long, equal-length runners. This is why all the cast manifolds on the market are the short runner design. Third, a cast manifold will be significantly heavier than a tubular manifold. Manufacturers push these manifolds because they are relatively inexpensive to manufacture and easy to replicate. We have yet to see a cast manifold outperform a properly designed tubular manifold. All other factors remaining constant, a properly designed tubular manifold will make more power and spool a turbo faster than a cast manifold.
Stainless steel downpipe Our downpipe has minimal bends and incorporates a flex section to alleviate stress on the manifold and rest of the exhaust system while ensuring a good fit with the variety of midpipes available on the market.
Oil and coolant lines DEI heat sleeving is included in every kit for protection and heat management.
Gaskets and hardware We include all gaskets and hardware required for installation of the turbo kit. We use stainless steel fasteners where applicable.
Fits a wide range of stetups Most stock mount, front mount, or vmount intercoolers. Plenty of room for an idler pulley.
Guaranteed to outperform anything else comparable on the market.
Proudly made in the USA by rotary enthusiasts for rotary enthusiasts.