MPR Custom Racing Turbo

All turbos are on stock in Denmark as of 1. June 2019     -     Free shipping!      -      1 Year Warranty! (see bottom of thise page)



How to select a Turbo

1. Choose desired Target hp

 

2. Choose desired turbine housing type and size

 

3. If you have any questions - please do not hesitate to contact us by either phone, whatsapp or send us an email using our Contact form

 

4. Add turbo to basket and proceed to check-out - wait for delivery

 

5. After delivery perform correct installation - and enjoy your new bad-ass racing turbo!

 

 

 

 


 

 

MPR CUSTOM RACING TURBO

 

More than +25 years experience in the Racing Industry in Europe has led us to build a set of custom racing turbos distributed exclusively through www.masterpower.eu

 

 

 

BENEFITS

 

 

  ► Custom build best-in-test wheel configurations

 

  ► Compact compressor housings

 

  ► Higher pressure ratios and quicker spool-up

 

  ► Large selection of turbine housings

 

  ► Forged billet aluminium compressor wheels

 

  ► Inconel turbine wheels

 

  ► Dual racing ball bearings (C1-C2 family)

 

  ► Dual racing low friction trust bearings (C3-C5 family)

 

  ► Antisurge compressor housings

 

  ► Watercooled

 

  ► Free shipping

 

  ► 1 year warranty

 

 

 

 

 

 

Family Compressor Turbine Turbo
Img ID

Inducer / exducer mm

Area cm2 / A/R

Inlet  / Outlet Wheel Wheel

Inducer / Exducer mm

IMG / Link Inlet  / Outlet

Area cm2 / AR

Bearings Target hp Item no.

C1-R5449

54 / 77 12 / 0.50 4' / 2' Forged billet Aluminium Inconel 61.5 / 49.5

T25 internal WG / 4 bolt

8.0 / 0.65

Dual ball bearings 150-350-425* C1-R5449-W3
T3 single scroll / 4 bolt 9.0 / 0.63 Dual ball bearings 150-350-425* C1-R5449-3
T3 Twin scroll / 3' V-flange 14.7 / 0.70 Dual ball bearings 150-400-550* C1-R5449-5
C1-R6159 61 / 88 12 / 0.50 4* / 2' Forged billet Aluminium Inconel 70 / 59 T3 Single scroll / 4 bolt 9.0 / 0.63 Dual ball bearings 150-400-500* C1-R6159-2
T3 internal WG / 2.5 V-flange 11 / 0.70 Dual ball bearings 150-450-550* C1-R6159-W4
T3 Twin scroll / 3' V-flange 14.7 / 0.70 Dual ball bearings 150-550-600* C1-R6159-11

C2-R6559

65 / 94 15 / 0.70 4' / 2.5' Forged billet Aluminium Inconel 70 / 59

T4 Single scroll / 3' V-flange

13.2 / 0.81

Dual ball bearings 150-550-650* C2-R6559-6
T3 Twin Scroll / 3' V-flange 14.7 / 0.70 Dual ball bearings 150-600-650* C2-R6559-11
T4 Twin Scroll / 3.5' V-flange 16.3 / 1.00 Dual ball bearings 150-600-675* C2-R6559-14

C2-R6764

67 / 99 15 / 0.70 4' / 2.5' Forged billet Aluminium Inconel 74 / 64.5 T4 Single scroll / 3' V-flange

13.2 / 0.81

Dual ball bearings 200-650-750* C2-R6764-2
T3 Twin scroll / 3' V-flange 14.7 / 0.70 Dual ball bearings 200-650-750* C2-R6764-7

C2-R6966

69.1 / 99 15 / 0.70 4' / 2.5' Forged billet Aluminium Inconel 74 / 66.5 T4 Twin scroll / 3.5' V-flange 16.3 / 1.00 Dual ball bearings 200-700-800* C2-R6966-1

C3-R7268

72 / 103 20 / 0.72 4' / 2.5' Forged billet Aluminium Inconel 82 / 68 T4 Twin scroll / 3.5' V-flange 19 / 1.05 Dual low friction trust bearings** 200-750-900* C3-R7268-1

C3-R7672

76.5 / 103 20 / 0.72 4' / 2.5' Forged billet Aluminium Inconel 82 / 71.4 T4 Twin scroll / 3.5' V-flange 19 / 1.05 Dual low friction trust bearings** 200-850-1000* C3-R7671-1

C3-R7677

76.5 / 103 20 / 0.72 4' / 2.5' Forged billet Aluminium Inconel 88 / 77.5 T4 Twin scroll / 3.5' V-flange 19 / 1.05 Dual low friction trust bearings** 200-950-1100* C3-R7677-1

C5-R8784

87.8 / 117.6 23 / 0.69 5' / 3' Forged billet Aluminium Inconel 92.7 / 84 T6 Twin scroll / 3.5' V-flange 23 / 1.48 Dual low friction trust bearings** 300-1100-1400* C5-R8784-2

* Target HP is near center (target) of compressor map on highest efficiency.  Max hp is recommended max HP in safe map based on the individual turbine housing. I.e. please be informed that each turbo can deliver more power than recommended max hp, as we do not list or recommend power levels at compressor choke lines as seen by other manufactures. Also note, that all ratings are based on regular pump gas.

** Our low friction trust bearings in C3-C5 turbo family are special racing trust bearings, they provide 15% less friction compared to traditional trust bearings.

 


 

WHEEL SIZE COMPARISON - OTHER BRANDS

Below overview list other brand turbo models within in a "ball park" range compared on compressor wheel inducer and turbine wheel exducer sizes. The purpose of this overview is to help our customers index size in between different brand turbo models.

 

Master Power

MPR Custom

Garrett

GTX

Borg Warner

Precision

CEA

Holset

EFR

AirWerks

C1-R5449

series

GTX29 series 6758 series S200 series

55xx series

58xx series

60xx series

HX30 series

HX35 series

HX40 series

C1-R6159

series

GTX30 series

7163 series

7670 series

C2-6559

series

GTX35 series

8374 series

8474 series

S300 series

62xx series

64xx series

67xx series

HX50 series

C2-R6764

series

C2-R6966

series

GTX40 series 9274 series

68xx series

71xx series

HX52 series

C3-R7268

series

C3-R7672

series

GTX42 series 9280 series S400 series 76xx series

HX55 series

HX60 series

C3-R7677

series

C5-R8784

series

GTX47 series

GTX50 series

-

82xx series

83xx series

86xx series

 

 

 


 

1 Year Warranty Program

 

IMPORTANT: As all of below check lists will have a immediately impact on the life span of any turbo, our 1 year warranty program require all of below notes have been performed and checked. This is common "best practise" for installing and running a high performing turbo application, regardless brand or supplier.

 

 

 

Oil supply – Use a 2-3mm inner size diameter hose as maximum. Larger diameter will cause too high of oil pressure and oil will be forced out of the bearing sealing into both compressor and turbine. Sudden blue smoke out of exhaust and oil in the inlet system / intercooler is an indicator of too much oil supply or too little oil drain. This will damage bearings in turbo quickly.

 

Oil drain -  Minimum 16-18mm inner diameter (AN 12-14) all the way including adaptors and flanges. Port flanges and adaptors if necessary. Always keep close to straight angle down in direction, and with absolutely no backpressure. Leave  oil return above oil level in crank case.

 

Water cooling – Use the water cooling (C1-C2 turbo family only) to keep oil temperature healthy around 80-90 Celsius. Without water cooling oil temperature goes up to around 150 Celsius in running mode, and will exceed 200 Celsius immediately after instant shot down if no "shot down" cooling is performed .

 

Shot-down Always idle engine for min. 3-4 minutes after driven hard to cool oil before stop. If not performing the idle cool-down, bearings might exceed 200 Celsius for 5 minutes or more and will "cook" the bearings. This is regardles what brand turbo or bearing system you are running.

 

Rotating compressor housing – Never rotate the compressor house with bolts tight or finger-tight. Remove compressor housing completely when rotating. The inner rubber ring gasket will take damage from the friction of rotating the house. A broken rubber ring seal will cause leakage. Use a heat gun  to warm up and expand compressor house if it wont come loose.

 

Vacuum in crankcase – You want vacuum in your crankcase to ensure oil flows in the right direction. If not running a vacuum pump (which most people do not), then ensure a 16-18mm (AN 12-14) hose connection between the inlet pipe before the turbo to the outlet of your oil catch can tank ventilation. The catch can tank will ensure no oil goes to turbo inlet, and the turbo inlet will help create the vacuum your engine needs to operate at its best. Target vacuum is 85 Kpa or lower. If no vacuum is present, then backpressure might go into the turbo oil drain and will damage oil seals and cause turbo shaft to come loose. Piston rings also get more stress and more oil will go into to the combustion chamber. This will increase the risk of detonation as your fuel octane decreases from the oil.

 

Pressure test - Alwasy, as in ALWAYS! perform a leak test of your inlet charge pipe system. If you think your system is tight and free from air leaks, you properly with 90% certaincy have an air leak somewhere. Often the air leaks can be quit substantial and you will never hear it while running your engine. What happens is, that the turbo now has to overvome that air leak and will rotate with way too many shaft rpm's to get on boost target level. The turbo now spins right out of the map and crossing choke lines if air leaks are big enough. This will not only delay your spool-up time in the range of a few houndred to 1500 engine rpm, but it will damage your turbo sealing very quickly. You dont want late spool-up and you dont want to run your brand new turbo way cross the choke lines. Many tuners and builders are not aware of this, and when not dealing with air leaks they tend to blame all other components (including turbo) for missing performance as rational explation. Instead they/ you NEED do the home-work correctly from start and perform a proper leak test.

 

 

 

 

Additional notes

 

Shaft play - Our low friction race trust bearings (in C3 - C5 turbo family only) runs on a fine layer of oil. Without oil or oil pressure, a small amount of play up/downwards is normal. You will feel this on brand new turbos. it is normal, and should be this way. Also note, warm oil will increase the play a little over cold oil.