Civic Type R Turbo Upgrade: Garrett GT2871R vs. BorgWarner EFR 7163

The Honda Civic Type R (FK8 and FL5) is a powerhouse from the factory, but the aftermarket turbocharger options available unlock a completely new level of performance. Upgrading the turbo is one of the most effective modifications for increasing horsepower and torque, but choosing the right unit can be daunting. Two of the most popular choices for the K20C1 engine are the Garrett GT2871R and the BorgWarner EFR 7163. This guide provides a deep-dive comparison, installation considerations, and essential supporting modifications for each turbocharger.

Before diving into specifics, it’s important to understand that a turbocharger upgrade is not a simple bolt-on affair. It requires careful planning, quality tuning, and often upgrades to fueling, cooling, and engine internals. Both the GT2871R and EFR 7163 represent excellent paths to a 400-500+ horsepower Civic Type R, but their characteristics differ significantly.

Garrett GT2871R: A Proven Workhorse

The Garrett GT2871R has long been a staple in the Honda tuning community. Known for its robust construction, fast spool, and linear power delivery, it is an excellent choice for a street-driven Civic Type R that sees occasional track use. It strikes a balance between quick response and respectable peak power without overly stressing the factory engine architecture.

Detailed Specifications

  • Compressor Inducer: 71mm (with 56 trim)
  • Turbine Wheel: 60mm (with 84 trim, T25 flange)
  • Housing Options: .60 A/R (standard), .64 A/R, .86 A/R (larger A/R for more top-end)
  • Maximum Power: ~400-420 WHP on pump gas; ~450 WHP with ethanol blends
  • Boost Threshold: ~3,000 RPM (as low as 2,800 RPM with smaller turbine housing)
  • Included Hardware: Often sold as a complete kit with cast manifold, downpipe, oil/coolant lines, and gaskets

Installation Considerations for the GT2871R

Installing the Garrett GT2871R on a Civic Type R is a moderately involved process. Key steps and nuances include:

  1. Remove the factory turbocharger. This involves draining coolant and oil, disconnecting the downpipe, intake, and all sensor connections. Care must be taken not to damage the oil drain tube gasket.
  2. Prepare the turbo for install. Prime the turbo by pouring clean oil into the oil feed port. Rotate the wheel by hand to ensure free movement. Never start the engine without priming – dry starts kill journal bearing turbos.
  3. Mount the turbo to the manifold. Use new copper or stainless steel lock nuts and tighten to spec. Torque sequence matters to avoid manifold warpage.
  4. Connect oil and coolant lines. The GT2871R is water-cooled and oil-lubricated. Use high-temperature silicone hoses and AN fittings. Ensure the coolant return line has a proper vent to avoid air pockets.
  5. Install intake and charge piping. The GT2871R uses a 3-inch inlet. A high-flow intake and intercooler piping upgrade is highly recommended.
  6. Downpipe installation. The GT2871R typically uses a 3-inch downpipe with the factory cat-back or a free-flowing exhaust. Tial-style wastegate configuration is common; verify clearance to the subframe.
  7. Final checks. Pressure test the system – both boost side and coolant side. Start the engine and look for leaks. Allow the turbo to idle for 30 seconds before revving to ensure oil pressure is established.
  • Larger intercooler (e.g., PRL or Mishimoto)
  • High-flow fuel pump (e.g., DW300c or AEM 340) if running E85
  • Upgraded injectors (e.g., 1050cc or 1300cc for flex fuel)
  • Aftermarket engine management (Hondata FlashPro or K-Tuner)
  • Clutch upgrade (e.g., Clutch Masters FX350 or Exedy Stage 2)

BorgWarner EFR 7163: Next-Generation Technology

The BorgWarner EFR (Engineered For Racing) 7163 represents a leap forward in turbocharger design. Featuring a dual ceramic ball bearing center section, a titanium-aluminide turbine wheel, and an integrated boost control solenoid, the EFR 7163 offers faster spool, higher efficiency, and lighter weight compared to the GT2871R. It is a favorite among serious power seekers who demand both response and headroom.

Detailed Specifications

  • Compressor Inducer: 63mm (with B‘ frame compressor cover)
  • Turbine Wheel: 54mm (gamma-Ti, lightweight)
  • Housing Options: IWG (integral wastegate) or EWG (external wastegate) – IWG common
  • Maximum Power: ~500-550 WHP on E85; ~450 WHP on pump gas
  • Boost Threshold: ~2,500 RPM (as low as 2,200 RPM with correct A/R)
  • Weight: Approximately 10 lbs lighter than the GT2871R (reduces rotational inertia)
  • Included Technology: Speed sensor (for diagnostic), recirculating valve, and boost control solenoid (BCS)

Installation Considerations for the EFR 7163

The EFR 7163 requires a more bespoke installation because of its unique flange pattern and different oil/coolant routing. Many kit manufacturers offer dedicated setups for the Civic Type R.

  1. Remove OEM turbo and manifold. The EFR 7163 often requires a custom exhaust manifold (e.g., Full-Race, Rev9, or 4-2-1 design) to optimize pulse flow. The turbo itself uses a divided T4 or T3 flange, not T25.
  2. Prime the turbo. The EFR uses a dual ball bearing cartridge. Do not over-oil. BorgWarner recommends a specific oil feed restrictor (0.050” orifice) to prevent seal leakage. Use a -4AN oil feed line.
  3. Coolant connections. The EFR is water-cooled, but some kits run waterless (oil-cooled only). Follow manufacturer guidelines. Use high-quality silicone hoses and double clamp them.
  4. Install the intake and charge pipes. The EFR uses a 3-inch inlet, similar to the GT2871R. A high-flow intake is mandatory. The outlet is 2.5 inches, so a reducer coupler may be needed for intercooler piping.
  5. Downpipe and wastegate plumbing. If using the integral wastegate (IWG), ensure the actuator bracket is properly adjusted. For external wastegate (EWG), weld the correct V-band flange to your downpipe. Plumb the dump tube away from the engine bay.
  6. Boost control integration. Connect the integrated boost control solenoid (BCS) to your ECU. It requires three wires (12V, ground, and signal). Tuning software can then control boost duty cycle.
  7. Final checks. Prime the system by cranking with fuel pump fuse removed for 10 seconds. Then start and check for oil leaks immediately. Listen for unusual noises – the EFR has a distinct whistle under boost.
  • Full exhaust system (3-inch downpipe back with high-flow cat)
  • Upgraded intercooler – stock intercooler becomes restrictive above 400 WHP
  • Fuel system upgrade – definitely larger injectors (1300cc-1650cc) and a HPFP upgrade if running flex fuel
  • Stronger clutch and flywheel (single or twin disc) to handle 450+ lb-ft
  • Engine mounts (e.g., Hasport or Innovative) to prevent torque steer and wheel hop
  • Oil catch can (PCV system upgrade); the EFR is sensitive to contamination

Comparative Analysis: GT2871R vs. EFR 7163

Choosing between these two turbos ultimately comes down to your power goals, budget, and intended use. Below is a side-by-side breakdown.

Power Output and Efficiency

The GT2871R is a fantastic 400-450 WHP turbo. It reaches its efficiency limit around 28-30 PSI on race fuel. The EFR 7163, with its larger compressor and lighter turbine, can flow more air and support 500+ WHP with proper fuel. If you plan to stay under 450 WHP, the GT2871R is a more cost-effective option. If you want headroom for future upgrades, the EFR is the better long-term investment.

Spool Characteristics

Both turbos spool quickly, but the EFR 7163 has a slight edge. Its smaller turbine wheel (54mm vs 60mm) and dual ball bearings reduce inertia, allowing full boost to arrive 200-300 RPM earlier. On the road, this translates to better in-gear response and less lag out of corners. The GT2871R, especially with a .64 A/R housing, still offers excellent response and is very predictable.

Weight and Packaging

The EFR 7163 is substantially lighter (approx. 10-12 lbs). This reduces stress on the exhaust manifold and lowers the overall weight over the front axle. However, the GT2871R is more compact and easier to fit in tight engine bays. If clearance around the firewall or subframe is a concern, the GT2871R may be simpler to install.

Cost and Availability

The GT2871R is generally less expensive – expect to pay $1,500-$2,000 for a complete kit with manifold and downpipe. The EFR 7163 is pricier, often $2,500-$3,500 for the turbo alone, and many custom kits push the total over $4,000. Availability of the GT2871R is excellent due to Garrett’s widespread distribution. BorgWarner EFR turbos sometimes have supply constraints, so check stock carefully.

Tuning Complexity

The GT2871R is a traditional journal bearing turbo with external wastegate control. It is straightforward to tune with Hondata or K-Tuner. The EFR 7163, with its integrated BCS and speed sensor, offers more refined boost control but requires proper calibration of the PID settings. Tuning shops familiar with the EFR platform are recommended. The speed sensor can also be used for diagnostics and anti-lag functionality.

Practical Installation Tips for Both Turbos

Regardless of which turbo you choose, keep these universal tips in mind for a successful install:

  • Use quality gaskets and crush washers. Do not reuse old gaskets. Copper or MLS gaskets for the manifold and downpipe connections seal better and last longer.
  • Replace all coolant hoses. The heat from the turbo degrades rubber over time. Use silicone or OEM-style reinforced hoses.
  • Install a turbo blanket. This reduces under-hood temperatures and protects components like the master cylinder and wiring harness.
  • Perform a leak-down test after the install. Build boost with a hand pump or compressed air to find any charge pipe leaks before starting the engine.
  • Dyno tune professionally. A basemap from a tuner is not enough. Get a proper, safe calibration on either a Mustang or DynoJet dynamometer to ensure air/fuel ratios and ignition timing are optimal.

For more detailed information on turbocharger specifications and tuning techniques, refer to the manufacturers’ official documentation and experienced community resources:

Conclusion

Both the Garrett GT2871R and BorgWarner EFR 7163 are outstanding turbocharger upgrades for the Honda Civic Type R. The GT2871R is a proven, reliable, and budget-friendly option for those targeting 400-450 WHP with excellent street manners. The EFR 7163 offers state-of-the-art technology, lighter weight, faster spool, and the ability to reach 500+ WHP with proper supporting modifications.

Your final choice should be guided by your power goals, budget, and willingness to invest in supporting mods. With a proper installation, careful tuning, and attention to detail, either turbo will transform your Civic Type R into a formidable performance machine that can hold its own on both the street and the track. Plan your build methodically, invest in quality parts, and your results will be well worth the effort.