IN HOUSE INSTALL ONLY!!! The longitudinal 1.8T EFR system was developed as our solution for a low compromise 1.8T turbo upgrade. With turbocharging a small displacement engine, there are often too many compromises that come into play. High horsepower means a sacrifice of torque and response. Strong response means a low peak horsepower output. The one way to be able to combat these compromises in the past has been to spending a fortune in engine development to increase displacement or increase peak air flow, and then still having some negatives to live with. The EFR turbo system we have developed is backed by years of 1.8T turbocharging experience. We have done projects on the 1.8T every way possible and have compiled a ton of data as to what works and what does not and more importantly the pro's and con's of the different setups.

Any engine is comparable to a fine tuned orchestra, all components must work together. The port sizes, manifold design, down-pipe, etc were all chosen and used to achieve a large useable power-band. The EFR turbo is the center piece of this. The technology Borg Warner utilizes allows the best response and air flow of any turbo solution on the market today. Because of this and properly engineered supporting hardware we are pleased to say that we have achieved 1.8T perfection. The compromises and downfalls of existing systems are now a thing of past. Our bolt on turbo system for the EFR is based around the B1 chassis range of EFR turbo's. The B1 range was chosen because it offers the two best variants when used on a 1.8T engine, and they have the ability to go even further when engine upgrades surpass the norm of drop in rods, and go to increased displacement, or higher air flow capacity variants. Two turbocharger options reside in this range that we especially like for the 1.8T, the 6258 and 6758. These turbos are capable of high air volume at a relatively low pressure. They can both hit their peak air flow volumes at 30 psi. The 6758 delivers 49 lbs per minute at 30 psi and the 6258 delivers 44 lbs per minute at 30 psi. These air volumes and pressures are perfect matches for the 1.8T engine.

For street cars or daily drivers who want the most response we recommend using the 6258. This turbo with our tubular manifold is capable of 440 horsepower. The 6758 is capable of 490 horsepower with a small sacrifice in response for those that want big upper rpm performance. The EFR ball bearing system is the most responsive available, as well as most robust in terms of reliability. Even when the turbo is in vacuum before it is generating positive boost pressure, it allows the 1.8T engine to operate much more efficiently then other cast manifold, Garrett GT combinations. Also while the dyno information is very impressive for the EFR, the thing we are most excited about are the things a dyno test cannot show. The response, spool time, air flow efficiency and sound are all the best we have ever sampled. The tubular manifold design was implemented for several reasons. Now while it is no secret that the equal length tubular manifold design is the best solution for turbocharging, it has often been utilized only in expensive, high level builds.

The EFR was engineered with the best internal wastegate design ever used in performance turbocharging. Also it integrates the diverter valve in the compressor housing. Because of this, we had our green light in offering a tubular solution. Avoiding the cost of a diverter valve, its plumbing and hardware saves hundreds of dollars, the same is true for the wastegate. These savings subsidize the cost of the manifold and still offer a savings versus a cast manifold solution. The tubular manifold design we implemented was targeted to deliver some pretty high demands. We needed it to pressurize fast, and flow all the air the EFR could push, also completely resist any cylinder interference, and finally be strong enough that we could back it with a lifetime warranty against failure. In the manifolds production we are utilizing welding a preparation techniques that have never been used here at R.A.I. Motorsport before strictly for long term reliability and strength. This manifold was engineered specifically to the the B1 chassis EFR turbo's, it was not designed to be a one size fits all type of solution. Most one size fits all components generally do average jobs at everything, where a focused solution will do a much better job at everything with no compromises.

Manifold: The tubular manifold design is made from Schedule 10 thickness 304 stainless steel. The flange at the cylinder head is also made from 304 stainless steel and is 3/8 inch thick. The T25 collector is 3/8 inch thick 304 stainless steel. The welds are multi-pass pulse welded and back purged. All weldments are beveled and then filled with 316 stainless steel rod. These are some of the production characteristics found in the RAI Motorsport tubular exhaust manifold. The manifold is completely engineered to work with the 1.8T to promote efficiency and power. We opted to make our own solution for the 1.8T because there was no solution existing that would accommodate the EFR turbocharger without a sacrifice of some sort. This manifold is quite an engineering accomplishment for us. Not in terms of doing anything new to the design, but in terms of making such a perfect design that fits into a tight budget. The manifold was created to allow us to implement the Borg Warner EFR turbocharger and take on all the current offerings and defeating them with better engineering and value. We go even further and back our Manifold with a lifetime warranty. If the manifold cracks, warps, or fails in any way other then impact related, we will repair or replace it.

EFR Turbocharger Options: There are 2 EFR's we recommend for use in this system. The 6258 and 6758. We opted to use these because we feel they are the best fits for street/strip cars. They have the response that a street car needs and move enough air volume to make big power a racer wants. Usually these two statements would contradict each other, but the technology that Borg Warner has packed into them allows us to make this bold claim. Both turbocharger's have the exact same external geometries, so interchanging them is simple without the need of additional parts. For cars that generally are used for typical urban street driving, we recommend the 6258. This turbo will have the mid range characteristics that you want from such cars. Also this is the turbo we recommend only for the automatics. They will grab torque faster and with 44 lbs a minute of air flow, they will continue to pull you very hard up to redline. For cars that see much more highway use or track time we recommend the 6758. This turbo will have a slightly later spool, but more top end. Please keep in mind, we are comparing the EFR's against each other. They can not be compared to other turbos as they really are in a league of their own. The decision comes down to what you really want, response or peak power. Keep in mind when we look at dyno graphs, the numbers we usually spend time drooling over are the peak numbers. The average numbers are something that also must be looked at. Also, the extent of your engine build should be considered here as well. If you plan on just doing drop in rods and having daily fun, the 6258 is the winner. But if you plan on doing a full 2.0 stroker with built heads, cams, intake manifold, etc.. then you may need to reconsider. While both turbo's will love these mods, it may be your goal for peak power, this points to the 6758. Always remember, generalization is a bad thing. All components and work done to your power train should compliment each other. The 1.8T engine is its stock for was designed for one thing, instant torque. While both of these turbos compliment this, one does it better than the other. If you are transforming your 1.8T to a peak power machine, then we have another winner. In either case our EFR turbo manifold and other supporting components will no limit you achieving their maximum air flow rates.

Heat Suppression: Heat Shroud is made from the same hi-temp fiberglass fabric bonded to an aluminized material as Heat Sheath with the same features, benefits and advantages but with the added convenience of a hook & loop closure design. Simply wrap Heat Shroud around wires, cables or hoses without the need of removing one end.