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Default The Official MS3MS6 Aftermarket Bolt-On Turbo Thread

Turbos

One of the most discussed topics on MSF is "What turbo should I upgrade to?", a question that can be difficult to answer at best. Turbo selection is going to be based on a number of factors, the main ones being power goals and typical use of the vehicle. Supporting modifications will play a large role in turbo selection as well, but that's going to be another topic for another thread.

Here we will discuss the bolt-on turbo options and turbo kits for the Mazdaspeed3 (2007-2013) and Mazdaspeed6 (2006-2007). Because the engines are the same the turbo options remain the same, however the supporting modifications to run each turbo may vary slightly (e.g. an MS3 downpipe will not fit the MS6). Again though, the details of that discussion are for another place.

What constitues "bolt-on" largely depends on an individual's definition of the word. For the purposes of this thread we will treat all commercially available (not custom made, or made to order) turbo chargers and turbo kits as "bolt-ons". No fabrication is required to run any of these turbos/kits, but supporting mods will definitely vary. In this post I will cover all bolt-on turbo charger upgrades and, as best I can, list prices, required supporting mods (if a turbo manifold upgrade is necessary or a change in intake/intercooler couplers for example), vendors, and potential power output.

================================================== ======

Starting off this list are BNR turbos.

BNR turbos are made by Brian Nickell Rotary (BNR), website BNRSupercars.com. BNR currently has 2 turbo options for the MS platform.

BNR S1: $900

The BNR S1 turbo is as close to a stock replacement turbo as you can get. This turbo uses a Garrett GT2860 CHRA, an exhaust housing modeled after the stock Mazdaspeed housing, a stock [possibly ported] compressor housing, and a stock adjustable wastegate actuator.

Benefits: This turbo is a good option for someone who needs a turbo replcement but does not want to upgrade turbos. There is some debate on the topic but it is typically agreed upon that this turbo can be run in an otherwise stock car with no tune meaning if the stock turbo fails in a car this can be substituted as a direct replacement.

Downfalls: This is not a big power turbo. It will act very much the same as the stock k04 with peaky mid-range power, quick response, and possibly just a slight jump in top end.

Additional Part Requirements: None

Expected Power: Because this is a stock replacement turbo power output is expected to be around stock turbo levels. Expect 240-250whp on an otherwise stock car and up to ~330whp with proper supporting mods and ethanol/WMI.



BNR S3: $1100

The BNR S3 is one of the most popular turbo options available for the Mazdaspeed platform for a number of reasons, the first being its price-to-performance ratio. Like the BNR S1 the BNR S3 can bolt into an otherwise stock car but this one will absolutely require a retune of the ECU to run. Unlike the BNR S1, however, the S3 offers a sigificant performance bump. A Garrett GT2871 CHRA is nestled between an upgraded turbine housing custom made for BNR and a custom, larger compressor housing with a 14psi wastegate actuator. Many times this turbo has been called "what the Mazdaspeeds should have come from the factory with."

Benefits: Because the BNR S3 is relatively small but still larger than the stock k04 it is a great mid-level turbo. Throttle response will be quick, turbo lag will be minimal, and power output will get a healthy bump. Because it's the cheapest upgraded turbo outside of the BNR S1 it won't break the bank while still delivering plenty of power for most people.

Downfalls: Here again this is not a monster power turbo, but that's largely the only downside. If properly setup and tuned this turbo is a great option for the majority of owners.

Additional Part Requirements: Tuning solution and EBCS or MBC

Expected Power: With just a couple of flow mods this turbo can make in the 320whp range with a good tune. With a full cast of support and ethanol/WMI this turbo has been pushed into the 400hp range on an aggressive tune.

================================================== ======

Next on the list, and overall the most popular range of available turbos is the ATP GT/GTX lineup.

ATP Turbos are a popular option because they are readily available, offer a wide range of turbo options, mate to existing parts, and are proven commodities when it comes to installation, power output, etc... It doesn't hurt that they were one of the first to hit the market and have been around the longest.

ATP turbos use Garret GT or GTX ball bearing CHRAs and compressor housings mated to ATP-designed turbine housings made with the mazda input and output flanges for stock turbo manifolds and downpipes. This exhaust housing is key to being on a bolt-on turbo as it allows buyers to use aftermarket downpipes that were originally purchased to fit the stock k04.

Many of the ATP options come in both GT and GTX trim. The difference between these turbos is in the compressor wheel which is cast in the GT series and forged in the GTX. The GTX series also has improved aerodynamics over the GT turbos. The real world difference between these types of turbos is a common misconception. Many believe that the GTX turbos will spool faster than the GT but this is not the case; both turbo types will spool at roughly the same RPM on any given car and tune. The real difference is in top end efficiency where the GTX turbos will shine due to improved compressor wheel aerodynamics and lighter weight.

Going in order of size....

GTX2860R: $1700

This is the smallest of the ATP turbos and utilizes a GTX28 series compressor housting with a 60mm exducer wheel. This smallest turbo will behave the most like a stock turbo of all the ATP offerings.

Benefits: Lighting quick spool and almost no turbo lag can be expected from this turbo.

Downfalls: Not a monster power machine. High cost for performance.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 3" adapter for whatever intake you run.

Expected Power: TBD. As far as I know there are no MSF members running this turbo. Likely output will range from 260whp to ~350whp depending on additional modifications and tuning.



GTX2863R: $1700

This is the second smallest of the ATP turbos and utilizes a GTX28 series compressor housting with a 63mm exducer wheel. This small turbo will behave very similarly to the stock turbo.

Benefits: Lighting quick spool and almost no turbo lag can be expected from this turbo.

Downfalls: Not a monster power machine. High cost for performance.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 3" adapter for whatever intake you run.

Expected Power: TBD. As far as I know there are no MSF members running this turbo. Likely output will range from 2750whp to ~380whp depending on additional modifications and tuning.




GTX2867R: $1700

This is the most popular of the small ATP GTX turbos and utilizes a GTX28 series compressor housting with a 67mm exducer wheel. This small turbo will behave very similarly to the stock turbo.

Benefits: Quick spool and almost no turbo lag can be expected from this turbo. When pushed to the limits this turbo is capable of impressive numbers while maintaining great drivability.

Downfalls: Not a monster power machine.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 3" adapter for whatever intake you run.

Expected Power: On an otherwise stock car this turbo should make in the 280whp range with a proper tune. When mated to a car with a high level of modification (WMI, ported intake manifold, 3" catless exhause, 3"+ intake, etc...) it is capable of over 400whp.



GT2871R: $1500

This is a tried and true turbo that utilizes a GT28 series compressor housting with a 71mm exducer wheel. This turbo offers great potential for the price

Benefits: Quick spool and almost no turbo lag can be expected from this turbo. For most users it is a very comparable unit to the GTX2867 that will yeild similar results for less money.

Downfalls: Not a monster power machine. At the very top of its range it has less proven potential than the smaller GTX2867 due to the older technology.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 4" adapter for whatever intake you run.

Expected Power: On an otherwise stock car this turbo should make in the 280whp range with a proper tune. When mated to a car with a high level of modification (WMI, ported intake manifold, 3" catless exhause, 3"+ intake, etc...) it is capable of near 380whp.



GTX3067R: $1800 (IWG)

This is the smallest turbo offered in a 30 trim and utilizes a GTX30 series compressor housting with a 67mm exducer wheel. This turbo is said to spool like a 28 series and flow like a 30 series but reality is going to be somewhere in between. This is also the first in our lineup to have an EWG housing available.

Benefits: Quick spool for the size and only a little turbo lag can be expected from this turbo. When pushed to the limits this turbo is capable of impressive numbers while maintaining great drivability. The relatively small wheel with the larger frame can mean huge torque numbers down low while maintaining top end power.

Downfalls: More lag than a GTX28 series and more expense. Not as powerful on the top end as its big brothers.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 4" adapter for whatever intake you run.

Expected Power: On an otherwise stock car this turbo should make in the 300whp range with a proper tune. When mated to a car with a high level of modification (WMI, ported intake manifold, 3" catless exhause, 3"+ intake, etc...) it is capable of over 400whp.



GT/X3071R: $1600 (GT,IWG) / $1800 (GTX,IWG) / $1983 (GT,EWG) / $2048 (GT,IWG,AntiSurge) / $2203 (GTX,EWG)

Here is where we start getting into some options. The GT/X3071 turbo is a 30 trim compressor housing with a 71mm exducer wheel available in both GT and GTX options, each with either IWG or EWG. All options offer power potential substantially higher than what a stock Mazdaspeed fueling system can deliver.

Benefits: This is the turbo in ATPs lineup where 400whp is a relatively easy feat.

Downfalls: Turbo lag starts to really become noticeable with this level of turbo. Any of the 3071 turbos has the potential to max the fuel system abilities and make more torque than the stock bottom end can handle. Care must be taken in tuning to avoid these situations.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 4" adapter for whatever intake you run. EWG kits come with all of the necessary parts to run that setup.

Expected Power: On an otherwise stock car this turbo should make in the 300whp range with a proper tune. With full bolt-ons and no additional fueling it can just start to touch 400whp on high quality pump gas. When mated to a car with a higher level of modification (WMI, ported intake manifold, 3" catless exhaust, 3"+ intake, etc...) it is capable of nearing the 450whp range.




GT/X3076R: $1600 (GT,IWG) / $1800 (GTX,IWG) / $1983 (GT,EWG) / $2203 (GTX,EWG)

This turbo, regardless of exact model, may be the most popular unit for the Mazdaspeed family. The GT/X3076 is a 30 trim compressor housing with a 76mm exducer wheel available in both GT and GTX options, each with either IWG or EWG. All options offer power potential substantially higher than what a stock Mazdaspeed fueling system candeliver.

Benefits: This turbo will flow more air than your stock engine can handle. It will make very big power if the support is behind it.

Downfalls: Turbo lag increases a few hundred RPM from the 3071 turbos to this one. Any of the 3076 turbos will max the fuel system in the hands of a competent tuner. This turbo will still make lots of torque in the mid-high range (mid 5000 RPM). Care must be taken in tuning to avoid the dreaded ZZB.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 4" adapter for whatever intake you run. EWG kits come with all of the necessary parts to run that setup.

Expected Power: On an otherwise stock car this turbo should make over 300whp with a proper tune. With full bolt-ons and no additional fueling it can exceed 400whp on high quality pump gas. When mated to a car with a higher level of modification (WMI, ported intake manifold, 3" catless exhause, 3"+ intake, etc...) it is capable of topping the 450whp range with room to spare.




GT/X3576R: $2149 (GT,EWG) / $2609 (GTX,EWG)

These turbos are the big boys for this platform, 35 series units. The GT/X3576 is a 35 trim compressor housing with a 76mm exducer wheel available in both GT and GTX options, currently only available with EWG housings. These turbos are made for big power and are far more capable than a stock engine.

Benefits: This turbo will flow much more air than your stock engine can handle. It will make very big power easily if your engine can keep up. High pressure ratios are expected (30psi+) from these.

Downfalls: Turbo lag is the killer here, typically spooling to 20psi+ well past 4000 RPM where the stock turbo can do it under 3k. Maxing the capabilities of the stock fuel system is very easy. Torque numbers can be high but in upper RPM ranges. Stock rev limit does not leave much room for use of this turbo.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 4" adapter for whatever intake you run. EWG kits come with all of the necessary parts to run that setup.

Expected Power: On an otherwise stock car these turbos are completely unknown entities. With full bolt-ons and no additional fueling it can easily exceed 400whp on high quality pump gas. When mated to a car with a higher level of modification (WMI, ported intake manifold, 3" catless exhause, 3"+ intake, etc...) it is capable of topping the 500whp range.



GT/X3582R: $1799 (GT,IWG) / $2299 (GTX,IWG) / $2199 (GT,EWG) / $2659 (GTX,EWG)

These turbos are similar to the GT/X3576, 35 series units with a 76mm exducer wheel available in both GT and GTX options, each with either IWG or EWG. These turbos are made for big power and are far more capable than a stock engine.

Benefits: This turbo will flow much more air than your stock engine can handle. It will make very big power easily if your engine can keep up. High pressure ratios are expected (30psi+) from these.

Downfalls: Turbo lag is the killer here, typically spooling to 20psi+ well past 4000 RPM where the stock turbo can do it under 3k. Maxing the capabilities of the stock fuel system is very easy. Torque numbers can be high but in upper RPM ranges. Stock rev limit does not leave much room for use of this turbo.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 4" adapter for whatever intake you run. EWG kits come with all of the necessary parts to run that setup.

Expected Power: On an otherwise stock car these turbos are completely unknown entities. With full bolt-ons and no additional fueling it can easily exceed 400whp on high quality pump gas. When mated to a car with a higher level of modification (WMI, ported intake manifold, 3" catless exhause, 3"+ intake, etc...) it is capable of topping the 500whp range.


A special note to add to this list as well is the following:

Forced Performance GT3076R: $1919

This turbo is available through edgeautosport.com and is an upgraded version of the standard GT3076. The HTA GT3076 is a 30 trim compressor housing with a 76mm exducer wheel available only with and ATP EWG housing. This turbo costs substantially more than the standard GT3076 because it has been reworked by Forced Performance to be more responsive and have a higher top end than the standard turbo.

Benefits: This turbo will flow more air than your stock engine can handle. It will make very big power if the support is behind it. The Forced Performance treatment will make it spool more like a GT3071 while outflowing the standard GT3076

Downfalls: Turbo lag will be noticeable. Any of the 3076 turbos will max the fuel system in the hands of a competent tuner. This turbo will still make lots of torque in the mid-high range (mid 5000 RPM). Care must be taken in tuning to avoid the dreaded ZZB.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and a 4" adapter for whatever intake you run. This turbo is EWG only but does not come as a kit so an EWG, dump tube, and oil lines are required additional parts to run this turbo.

Expected Power: On an otherwise stock car this turbo should make over 300whp with a proper tune. With full bolt-ons and no additional fueling it can exceed 400whp on high quality pump gas. When mated to a car with a higher level of modification (WMI, ported intake manifold, 3" catless exhause, 3"+ intake, etc...) it is capable of topping the 450whp range with room to spare.


================================================== ======

Outside of the BNR and ATP turbo offerings there are no bolt-on turbos only kits.

First up are Precision Turbo kits.

Precision Turbo kits are a complete bolt-on turbo kit from cylinder head to cat-back. All of the Precision kits include a CP-e EWG turbo manifold specced with a Precision v-band exhaust housing flange. Each kit also comes with Kozmic Motorsports downpipe, oil feed and drain lines, WG dump tube and EGR block-off, and a Tial or Turbosmart 44mm wastegate.

Besides the above standard list of parts each turbo also has a list of available options; the buyer can select either a .64 or .82 A/R housing, B, E, S or ported S compressor housing, and either ball bearing or journal bearing CHRA. Each of these options is available with each turbo choice and the selection of exact parts spec should be determined by desired use and mating components.

All Precision turbos offered for the Mazdaspeed platform feature their CEA turbine and compressor wheels which, like Garrett's GTX series, are forged and machine billet wheels that offer improved geometry and aerodynamics over older designs while cutting weight.


PTE 5558: $3302 (Journal Bearing) / $3902 (Ball Bearing)

This is the smallest of the Precision offerings but is still a rather large turbo. Like all precisions the ball bearing option is a costlier one but will spool faster than its journal bearing counterpart.

Benefits: This turbo should be a great jack-of-all-trades turbo that will spool nicely and flow enough air for most users.

Downfalls: Turbo lag will be noticeable but not distracting. Low-to-mid level torque can be a killer with a turbo this size so care must be taken to not overwork a stock engine.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and an adapter sized for both the intake and selected compressor housing. It may also require an adapter elbow for the intercooler depending on the selected compressor housing and intercooler setup.

Expected Power: No hard and fast data is available for this turbo but power output should be roughly similar to a GTX3076.





PTE 5858: $3302 (Journal Bearing) / $3902 (Ball Bearing)

This is one of the more popular Precision offerings. Similarly sized to a GTX3076, this turbo is a great daily driver and can out flow a stock engine. Like all precisions the ball bearing option is a costlier one but will spool faster than its journal bearing counterpart.

Benefits: This turbo should be a great jack-of-all-trades turbo that will spool decently and flow more air than a stock engine can handle.

Downfalls: Turbo lag will be noticeable. Low-to-mid level torque can be a killer with a turbo this size so care must be taken to not overwork a stock engine.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and an adapter sized for both the intake and selected compressor housing. It may also require an adapter elbow for the intercooler depending on the selected compressor housing and intercooler setup.

Expected Power: With a fully built setup this turbo can push well over 500whp.




PTE 5862: $3302 (Journal Bearing) / $3902 (Ball Bearing)

This is the smallest of the Precision offerings but is still a rather large turbo. Like all precisions the ball bearing option is a costlier one but will spool faster than its journal bearing counterpart.

Benefits: This turbo is in the range of very big horsepower.

Downfalls: Turbo lag will become prevalent. Low-to-mid level torque can be a killer with a turbo this size so care must be taken to not overwork a stock engine. A built engine is necessary to utilize this turbo's full potential.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and an adapter sized for both the intake and selected compressor housing. It may also require an adapter elbow for the intercooler depending on the selected compressor housing and intercooler setup.

Expected Power: No hard and fast data is available for this turbo but power output should be higher than the PTE5858, pushing 600whp.




PTE 6262: $3325 (Journal Bearing) / $3925 (Ball Bearing)

Here is where the big boys start to play. Like all precisions the ball bearing option is a costlier one but will spool faster than its journal bearing counterpart.Benefits: This turbo is in the range of very big horsepower.

Downfalls: Turbo lag is prevalent. Low-to-mid level torque is reduced but overall power is going to be very high. A built engine is necessary to utilize this turbo's full potential.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and an adapter sized for both the intake and selected compressor housing. It may also require an adapter elbow for the intercooler depending on the selected compressor housing and intercooler setup.

Expected Power: Not much data is available but this turbo should push 700whp on a properly setup and tuned car.




PTE 6266: $3325 (Journal Bearing) / $3925 (Ball Bearing)

The mac daddy of bolt-on turbos. Like all precisions the ball bearing option is a costlier one but will spool faster than its journal bearing counterpart.

Benefits: This turbo is run on some of the highest power Mazdaspeed cars to date.

Downfalls: Turbo lag is prevalent. Low-to-mid level torque is reduced but overall power is going to be very high. A built engine is necessary to utilize this turbo's full potential.

Additional Part Requirements: At the very least this turbo will require a tuning solution, EBCS or MBC, and an adapter sized for both the intake and selected compressor housing. It may also require an adapter elbow for the intercooler depending on the selected compressor housing and intercooler setup.

Expected Power: With the proper additional modifications this turbo has been shown to push 800whp.


================================================== ======

Last up on our tour of bolt-on turbo options is the set of offerings from Full Race in their EFR setups.

EFR turbos are Borg Warner's top of the line offering and utilize both an IWG and internal bypass valve. Full Race has created a kit that makes these turbos a bolt-on option with a turbo manifold (T25 exhaust housing) and downpipe with a v-band attachment.

For the Gen2 MS3s and MS6s Full race also offers a kit with an intercooler kit and crash bar that are direct bolt-ons. This setup does not exist for Gen1 MS3s.


6258 EFR: $3950 (MS3, Without Intercooler) / $5797 (MS3, With Intercooler) / $5954 (MS6) With Intercooler)

This is the smallest of the Full Race offerings. Despite its small size though, the EFR technology produces a turbo that can make large amounts of power without sacrificing spool time.

Benefits: This turbo should be a great jack-of-all-trades turbo that will spool nicely and flow enough air for most users. Turbo lag will be minimal.

Downfalls: This turbo won't make huge power but will be a great unit otherwise. The stock engine may be maxed on power even with this small of a turbo and high low to mid end torque is possible so care must be taken in tuning.

Additional Part Requirements: At the very least this turbo will require a tuning solution and adapters for the intake and intercooler.

Expected Power: Little data is available but this turbo should produce 350-400whp on a properly set up car.



6758 EFR: $3950 (MS3, Without Intercooler) / $5797 (MS3, With Intercooler) / $5954 (MS6) With Intercooler)

This is the middle range turbo of the Full Race offerings. The turbo is still a relatively small unit that can produce lots of power.

Benefits: This turbo should be a great jack-of-all-trades turbo that will spool nicely and flow enough air for most users. Turbo lag will be minimal.

Downfalls: This turbo won't make huge power but will be a great unit otherwise. The stock engine may be maxed on power even with this small of a turbo and high low to mid end torque is possible so care must be taken in tuning.

Additional Part Requirements: At the very least this turbo will require a tuning solution and adapters for the intake and intercooler.

Expected Power: Little data is available but this turbo should produce 400-450whp on a properly set up car.



7163 EFR: $4145 (MS3, Without Intercooler)

This is the largest of the Full Race offerings. Despite its small size though, the EFR technology produces a turbo that can make large amounts of power without sacrificing spool time.

Benefits: This turbo will make big power without much effort.

Downfalls: There will be a bit of lag with this turbo but it will be easily manageable. The stock engine may be maxed on power even with this small of a turbo and high low to mid end torque is possible so care must be taken in tuning.

Additional Part Requirements: At the very least this turbo will require a tuning solution and adapters for the intake and intercooler.

Expected Power: Little data is available but this turbo should produce 450-500whp on a properly set up car.


DISCUSS:
The Official MS3MS6 Aftermarket Bolt-On Turbo Thread
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Last edited by Raider; 02-18-2015 at 06:58 AM.
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