The EFR 9180 is the largest and odd turbo in the EFR series, capable of power outputs of up to 1000 RWHP as a standalone charger. The 91mm OD compressor has a 67.7mm inducer with a max flow of 94lb/min, allowing for up to one thousand horsepower with a very broad map width for great energy capacity even at a high boost. The 9180 is suitable for people who want to keep a single turbo in higher power levels creeping up to four-digit horsepower, or for those who want to employ a twin-turbo in those beyond four digits. Water cooling is strongly advised.
When BorgWarner built this turbocharger, they did their homework. The EFR turbo combines several excellent technologies into a single package.
Turbine wheel made of Gamma-Ti:
According to BorgWarner, the EFR’s turbine wheel is the “most interesting technology” of the EFR system. BorgWarner used a newer unusual metal for the Turbine wheel called Titanium Aluminide (Gamma-Ti), which is exceedingly difficult to work with. This metal is a combination that combines the finest features of both metals and allows the wheel to withstand higher temperatures than either metal alone. Furthermore, it is considerably stronger than aluminium.
Bearing, Ball:
BorgWarner’s latest sophisticated ceramic Ball Bearing cartridge technology is the next most talked-about component of the EFR system. The novel cartridge system was designed to outperform all previous ball bearing systems including journal bearings. It is generally known that at the high end of a turbo, there is very little variation between a journal bearing and a ball bearing turbo, but the ball bearing will provide you with the max far faster.
Housing for turbines:
The housing is not simply for show; BorgWarner intended it to be practical first and foremost. They used stainless steel of the three hundred class to make it more heat and corrosion-resistant. The casting process is investment casting, which results in a consistent machine finish on the inside and outside, lowering gas friction losses on the interior and making everyone who looks at your engine bay jealous. It has a good completed colour without polishing after heat cycling.
For optimal efficiency, integrate the BOV and Wastegate:
BorgWarner doesn’t know why clients want to add an external take-off valve, boost regulation solenoid, and wastegate to their turbocharging system. It not only adds expense but also necessitates additional packaging requirements that many engine bays cannot accommodate, which is why the EFR turbo has all of them already included in the design. Instead of squandering a boost in the environment and keeping the turbo speed high, the CRV swiftly returns it to the system. Instead of employing an aftermarket solution, the Boost Control Solenoid Valve will allow you to simply dial in the boost you desire.
