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Home : Mazda RX-7 : Turbo Kits, Manifolds & Turbos :

347SS Investment Cast T4 FD3S Twinscroll Turbo Manifold

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Price: $700.00

In stock: yes

The Turblown Rx7 EFR IWG Turbo System is the most reliable & fastest responding turbo system available for the 13B rotary engine. At the heart of this turbo system is a Ball Bearing BorgWarner EFR(Engineered For Racing) Turbochargers. These Internal Waste-Gate EFR turbochargers also feature Built In Recirc Blow Off Valves, & 3 Port Boost Control Solenoids built 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. As of 10/17/15 this turbo systems now includes our new 347SS 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 an EFR 7670, 8374 , 9174 or 9180 T4 .92 Internal Waste-gate Turbocharger.. The 7670 will deliver the fastest 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. The 8374 will deliver a very wide power-band that 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 considerably less noise than open dump tubes. This is more desirable for street and track cars with decibel 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 about melting your external wastegate lines, or blowing your waste-gate diaphragms( common on road course driven cars with external wastegates). The internal wastegate is also a divorced unit, with two separate runners leading up to one single 42mm waste-gate valve. This is the best internal waste-gate design of any turbocharger. This turbo system is a true 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 to properly control boost pressure on a 13b without any creep at medium boost levels( see attached charts of 11-12 psi). This turbo system comes standard with the medium waste-gate canister. Boost pressures lower than 12psi require exhaust restriction( A Catalytic converter, 2.5" exhaust system, or a re stricter insert) on 8374 and 9180 turbo systems. 7670 turbo systems generally maintain lower boost pressures much easier( 7 to 9 psi). A TurboSmart EFR IWG dual port actuator is recommended for those who wish to run both low( 10-12psi, and very high boost pressures with the OE EFR solenoid. This turbo system Does Require Supporting Modifications such as an aftermarket ECU, intercooler, clutch, fuel, & ignition upgrades to reach it's full potential. Turblown Engineeing offers a Lifetime Limited Warranty for 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 100s of them! 3rd gen FD3S Applications This turbo system Fits 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). 2nd gen FC3S Rx7 Applications This system fits 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. 1st gen FB Rx7, RX2, RX3, & Rx4 Applications This turbo 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. 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 11psi as your base pressure. 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 Inconel 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 are zero downsides to this casting process vs welding. Price is for the 7670 steel chra version of the kit. The 8374 adds $250, and the 9174 or 9180 add another $450 to the total. Read our Blog about the developments in the EFR IWG technology!


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