TR Subaru BRZ / Scion FRS / Toyota 86 FT86 Dual Ceramic Ball Bearing (DCBB) Turbo Kit Up to 500 WHP Stock Replacement

Tomioka Racing's turbocharger kit is an all-in-one solution to increase power for the Subaru BRZ, Scion FRS and Toyota 86, now available in our proprietary Ball Bearing version. The kit comes with a 58/76mm billet compressor wheel turbocharger featuring dual ceramic ball bearing technology and a billet waste-gate actuator.  

This turbo kit is able to add 125+HP on the stock fuel system. On a manual transmission, an upgraded clutch is highly recommended but not required. This kit works perfectly fine with automatic transmission. 

With custom 54mm ceramic ball bearing requires less oil to run and spools faster. With its larger compressor and turbine wheel, it will achieve higher top-end power compared to the journal bearing version. The turbo is oil & water cooled and come as a dual ball bearing unit for spooling faster. In addition, the billet waste-gate actuator ensures to hold boost levels at high RPM.

Performances:

On 91/93 octane (10PSI) with selected exhaust modifications, 300 to 325 WHP

On E85 ethanol, up to 500 WHP on built engine with upgraded fuel modifications. 

Now Featuring the BMC Conical air filter. Designed for direct air intake we teamed up with BMC to create our full turbo kit with a top of the line air filter system!

Characteristics:

• IN: 54mm/ EX: 67mm billet compressor wheel 
  
• IN: 54mm/ EX: 49mm turbine wheel 
• 54mm Inducer Billet Compressor Wheel CHRA Dual Ceramic Ball Bearing (DCBB)
• 0.8 Bar (10 Psi) Internal Wastegate  
  
• 3-Bar MAP Sensor Included
  
• Intercooler, piping, ball-bearing, oil & water cooled Included
  
• Up to 400 WHP for stock engine on E85 Ethanol 
• Up to 500 WHP for build engine on E85 Ethanol 

Kit Contents:

• Turbocharger
• Mandrel Bent Aluminum Front Mount Intercooler
• Tig Welded Stainless Steel Turbo Manifold and exhaust piping
• Pre welded engine oil pan (optional with extra cost)
• Ecutek Base Map + License (optional with extra cost) 
• Charge Pipe
  
• Air Intake
• OMNI 3 bar MAP Sensor
• 4-ply silicone hose 
• Hi-temperature turbo blanket
• All Necessary Hardware to Install
• BMC Air Filter Conical Filter  FBSA70-110 
• Motul 300V 2L x 1
• TR Winshield Decal x 1 

Applications:

• Scion FR-S [ZN6]: 2013-2016
• Toyota 86: 2017-2021
• Subaru BRZ [ZC6]: 2013- 2021

Notes:

To tune your vehicle with this kit, you must have either an Ecutek. If you don't already have one of these options, you'll need to purchase it along with your turbo kit.

** Off Road Use Only. This product or products may not comply with some State, Federal, Provincial and/or Local laws, ordinances, regulations or emissions. The buyer takes full responsibility of the use of these products on their automobile which may or may not conform to all applicable laws and regulations for on road or highway use.** 

[Installation Manual]

Wastegate actuator spring choice: 1.1 bar vs 1.3 bar (what customers need to know)
What the spring actually controls (and why it matters)

On a pneumatic internal wastegate, the actuator spring sets your gate pressure (often called base boost): the boost level where the wastegate starts to open because boost pressure overcomes spring force. Haltech describes it simply: changing spring pressure changes the default boost pressure, and when boost exceeds spring pressure the valve opens and begins regulating boost.

Choose 1.1 bar (16.1 psi) / Red if:

You want a lower boost map (street/traction/valet) around the mid-teens. Remember: you can’t go under the spring.

Your normal target boost is roughly 18–22 psi and you want good controller authority and flexibility.

You’re building a setup where drivability and multiple boost modes matter (daily + weekend map).

Choose 1.3 bar (19.1 psi) / Silver if:

You will not run low boost—your “low boost” is still ~19 psi or higher. (If you need 15–17 psi sometimes, don’t pick this.)

Your normal target boost is roughly 22–28 psi and you want:

less “work” from the boost control system to hit target, and

typically better resistance to the wastegate being pushed open early (especially in higher load / backpressure situations).

There are two different “maximum boost” questions people ask:

1) Maximum boost your boost control can hold consistently

Using the GFB rule-of-thumb (target boost ≤ ~2× gate pressure) :

With a 1.1 bar / 16.1 psi spring, the “control stability ceiling” is roughly ~32 psi (2 × 16.1).

With a 1.3 bar / 19.1 psi spring, the “control stability ceiling” is roughly ~38 psi (2 × 19.1).

Reality check: that does not mean “safe to run 32–38 psi.” It means beyond ~2× gate pressure, boost control tends to get inconsistent because the actuator isn’t receiving enough meaningful reference signal for correction. GFB explains that once you go beyond double, boost control becomes less stable and more affected by variables like RPM/load/backpressure.

2) Maximum boost your turbo/engine can safely run

That’s not spring-limited. It’s limited by:

turbo efficiency and speed/heat,

fuel quality and knock margin,

intake temps/intercooling,

exhaust backpressure,

engine/clutch/trans limits,

tuner strategy.

FAQ:

Can I run less boost than the spring rating?
No. Spring pressure is the lowest boost level you can reach.

Does a stiffer spring automatically mean higher peak boost?
Not automatically. It mainly raises minimum boost and changes how the wastegate behaves. Boost above spring comes from the control strategy.

Why do people say “don’t exceed 2× the spring”?
Because boost control gets less stable as target boost gets too far above gate pressure; beyond ~double you tend to lose correction authority.

What spring gives the best spool and boost stability?
A spring that puts gate pressure about 10–20% under your target boost is a strong general guideline for best performance.