BorgWarner EFR 6258 Turbo (179150)
V-Band Inlet / V-Band Outlet EWG now available with 0.85 A/R!
The EFR 6258 is the smallest and fastest spooling EFR turbocharger in the lineup. Ideal for small engines in single OR twin turbo configuration, this is an excellent turbocharger for autocross, rally, drift, road racing and street driven applications. The 62mm OD compressor has a 49.6mm inducer rated at 44lb/min max flow – supporting up to 440hp. This compressor wheel is versatile with very large map width for outstanding power potential, even at high boost. The low inertia 58mm Gamma-Ti turbine wheel is optimally matched for maximum response and fast spool with the FMW compressor wheel. EFR 6258 uses the smallest-sized EFR compressor housing, making fitment in the tightest engine bays possible. Ideal for use in single turbo applications for the 260-440hp range, or as twin turbo applications 400-700+hp. Ceramic Ball Bearing only, watercooling recommended.
Compressor Type: Forged-Milled Wheel (FMW) Extended Tip
Compressor Wheel OD (exducer): 62mm
Compressor Wheel Inducer: 49.6mm
Max Flow Rate: 44 lb/min
Built-in BOV: All EFR compressor housings incorporate an integrated BOV.
Compressor Housing: 2.5″ inlet, 2.0″ hose coupler outlet.
Turbine type: Low Inertia Gamma-Ti Turbine Wheel
Turbine Wheel OD: 58mm (recommended) OR 55mm
- Stainless Steel Sand Cast Housing
- 0.64 A/R T2 Housing(Internal WG)- Part # 179150
Turbine outlet: GT-Vband (aka small 3″ vband) ~92mm OD for all EFR turbos
0.64 A/R T25 (Internal WG)
Optional 2000 Degree Coating
Dual Row Ceramic Ball Bearings – lowest friction and fastest spool/response, most extreme durability, built-in oil control orifice – (aka oil restrictor) no restrictor can be used with EFR turbos
Watercooled Center Section – watercooling is recommended, 14mm banjo bolts
- Double seals on both turbine and compressor end for extreme durability and resistance to any oil seepage
- Boost Control Solenoid Valve Integrated to Compressor Housing
- Integrated Speed Sensor mounting provisions
- Optional Turbo Speed Sensor Kit
- Optional Turbo Speed Gauge
John Bright’s RB26 R32 GTR Skyline, time attack machine: EFR6258 vs GT2860RS
Twins Turbo 2JZ-GTE Toyota Supra, twin EFR6258:
Peak torque is around 4600 rpm and making almost 800 LBFT!!! Finishing up with over 550 lbft at 7600 rpm, super impressed with the TQ. HP didn’t disappoint either, not even close.. 808HP on C16 and 922HP on E85… 922 @35psi!! Cant stress enough to you guys how non exotic the engine set up is. The tq this thing produces makes the drive amazing.. my brother and I have been working on twin turbo set ups for the MK4 for over 10 years now. we have finally got the power and tq we have been looking for after all of this time.. THANK YOU BORG WARNER !!
Jager Racing Subaru 2.5L STI, 100% stock longblock dyno comparison: EFR6258 VS VF39 (stock STI turbo)
“Redline Time Attack’s “Street Class” limits turbos to 50mm inducer- when Yimisport’s 100% stock longblock 06 Subaru STI called us to upgrade their VF39, the EFR6258 was an obvious choice. One week later they nabbed Street AWD and Overall Street Class Championship, and haven’t looked back since.”
Testimonial from Paul @ Yimisport Tuning:
Customer: ” I want my car to make more power and spool faster than the stock turbo” Yimisport: “Sorry, but that would require defying the laws of physics. More power means a bigger turbo, and that means at least a small hit to spool” Borg Warner’s EFR series turbo have now made that statement obsolete. Just switched out our Redline Time Attack Street Class 06 STI from the stock VF39 to an EFR 6258. Added a reverse intake manifold FMIC, the turbo and retuned. Bone stock unopened long block. E85 fuel. Results speak for themselves. Street AWD and Overall Street Class Championship specs: -Bone stock (never opened) longblock 60K miles -Reversed intake manifold FMIC w/ TGV deletes and 3″ CAI -Full-Race T25 up pipe -equal length lower manifold and catless turboback exhaust -E85 Fuel -Boost level: 24.5 psi on both in the midrange. EFR6258 tapers to about 20 psi. VF39 tapered to about 13.5 psi *note VF39 used stock TMIC Charles Siritho’s S13 240sx: 100% stock Nissan SR20DET longblock, Greddy Intake, EFR6258 0.64 a/r, mid boost canister, Full-Race T25 manifold. Will install high boost canister and redyno shortly
Judas Jones’ 1.5L Ralliart Colt, forged pistons, EFR6258 0.64 a/r – this WTAC weapon produces 260kw at the wheels with E70 fuel at 29psi
English Racing: 686cc single cylinder Yamaha motors with stock head:
“These 2 dyno sheets compare the EFR6258 to a GT2860RS/0.86 Ar, with custom camshaft (think ’01 ITR specs more or less) also at 11.5:1 compression on E98. Funny how 30 minutes of chatting at PRI lead to the best results we have seen at this level in an off the shelf turbo. The 6258 has not let down at all.”
Vaughn Gittin Jr, in his EFR6258 boosted Polaris RZR
This turbo is super impressive! I can’t believe how well it works on a 1000cc engine for it’s size… it’s an animal. The spoolup is impressive, it hits 10psi effortlessly under full throttle and stays at 5psi cruising, when you want more it’s right there!
GMG Racing / Global Motorsports Group EFR6258 vs GT2871R
Thank you again for getting use the turbo as fast as you did. Here is the update on the efr vs. 2871. After two days on the dyno giving it hell to see what it will do and what we needed it to do. Hands down efr is the better way to go. I tried both of the waste gate actuators just to see the difference in them and HOLLY CRAP had to have the dig one. Here are some pics of the dyno runs. I have included the best compare form the 2871 and EFR. We plan on doing some more dyno work after we track test this to get the drivability on the car set. I wil let you know how that goes. Thanks
Jeremy Smallwood, GMG Racing