Predator1

Ok guys lets not de-rail this thread. I appreciate all feedback. I'm not about to over-speed my turbo, esp after all the money I've thrown in this thing. I will report back once I have my box in, along with the speed sensor amongst others. Keen to hear about the additional power it makes with a compressor upgrade though. I've asked a few places for prices, so will update once I hear back re. Thanks all. Edit - So one of them just called me back advising that BW dont sell the compressor wheels seperately, soo. @hyper-gear How would I source a 9280 compressor wheel, plus, will the 9180 compressor housing physically fit the wheel, I assume it will need some additional clearance?

Sorry to dig up again - I think I have an N1 pump. Is there anyway of telling from the outside?? I'm having the same issues.

I just called a few local spots here and they said they dont have a listing for the wheels, just the supercores and housings? How would I go abouts sourcing just the compressor wheel?

Mind if I ask how much work it was to swap the wheels? also, what sort of power did you make on 98/e85?

My rev limit is 8k if that helps or makes things worse. Oops, Yeah i forgot to set that in F. Also, I updated the elevation to around 650ft. Still that estimates my shaft speeds to around 92k. Doesn't sound right? Might be worth noting perhaps that I have a Greddy 4 inch intake(as in Motive Video). My fmic has 3.5inch intake and outlet, and the turbo has a 2.5inch outlet, so my fabricator I had to use cones to adapt. I really dont see my exhaust being a restriction as its 4 inch all the way through, and I dont have a cat.. Only 1 muffler at exit. Im using the Link 3 port MAC valve too if that makes any difference - I did look at the 4 port but not sure whether that would make any difference in my case. Is it possible to choke the exhaust with such a relatively low shaft speed?

Yes, I was also advised about the stock bov, so I upgraded to the TurboSmart one. I have no idea whether its leaking though??? How heck would I test? I'm a big fan of them as well. I'm hoping that its not the turbo maxing out. I had a bit of a play with matchbot(first time i tried it), and here is what I see: https://www.borgwarner.com/go/6BEDRE The estimated power is very close, but theres some stuff I dont know, eg AF ratios, EGT, FMIC Pressure drop etc. The plots on the map seem accurate enough. I switched it to the 9280 and it seemed to be around 70%(given the input values are somewhat correct). I dont know what to do with the Turbine Expansion Ratio(apart from lining them up on the chart) - Could you gents perhaps have a go?

Thanks @Lithium - After I read your reply a few times, I'm beginning to understand it. I think I was on the right track in my mind, but I probably could have articulated it better. I was at a point where I was trying to calc flow rates by using BSAC, AF ratios etc as I didnt think the turbo was at its peak already. And yes, the boost was dropping off, the tuner tried to add DC from memory, but it dropped boost regardless what he did. He thought it was a boost leak, which we then validated and none were found. I wish he had a pressure sensor which we could have hookedup, but all good. Think what I'll do is: 1) Stick the speed sensor on 2) Stick my sequential in 3) E85 tune 4) Stick a pressure sensor and maybe a temp sensor on the turbo outlet(I'm out of temp inputs, so will have to convert an analogue to temp maybe). I'd be keen to see if anyone's running a 9280 on a 3.2 or similar motor. Even with that turbo, I dont think i'd hit 1000awhp, am I right?

Cool thanks. That sucks! This turbo is just so damn responsive. My power goals 1000-1100awhp. I knew from the start that the turbo wouldn't make 1000 wheel. I was expecting around 600-650awkw. Silly question then, will she make more power on e85 then on the same boost? Would I be correct in assuming that my next turbo will have to flow around 100-110 lbs/min? Looking at the 9280 map, id be on a similar island, around 62% with around 85lb/min and 2.8 PR?

Thanks heaps guys for your input so far. I don't have a full spec list on my head, but got the whole Kelfords catalogue at it. I just dug my specs up, its a bit, but here's the flow numbers at max lift: .450" - In=295, Out=214. Apparently that's meant to be quite a bit?? Feel free to advise. Could it be that my flow rates are off now seeing as my heads flowing a lot more, per pound of air, that my flow rate calcs are off now? Instead of needing 82lbs/min, it needs less? If that's the case, then it will change the efficiency island I sit on? Hope that makes sense. Yeah its 1.10 tcf indicating fw, but it made 560~ at the rears quite happily, noting that the tuner didn't need to put a lot of timing into her either. He was going to push around 30 but we stopped as its only a stock box for now and pump. We checked for boost leaks as well - None at all. I was kinda expecting around 600 at the rears with this setup on pump, so a bit disappointed. Does this mean I cannot run more boost on my setup???? I really wanted to push it to at least 2 bar. I have plenty of fuel for my current power, but I will have to get bigger injectors to reach my goals. The turbo is bloody responsive don't get me wrong. I love this turbo. The response is fkn awesome, coupled with the low down torque of the 3.2, but top end of the curve doesn't give me a lot of confidence.

Hi guys, I recently had my car re tuned for a few reasons, and we decided to put some timing and boost. It made some good power for starters. It made 450kw on 14psi, and 565 on 25~ (rwkw for now). On high boost, the tuner was concerned with the IAT's sky rocketing every pull. I saw the temps going from 40-65C on every run. This only happened on high boost. I was very shocked, as the turbo's not running alot of boost. The tuner had no idea why this was happening. He didn't have a pressure gauge that he could stick on the exhaust(I have a spare port). The IAT is is located on the intake piping just before the plenum, and is the Bosch high resolution sensor. At this point, I'd like to think the turbo's running out of puff, or being choked, but how?! I didn't have a speed sensor installed back then. The 9180 with 1.05 housing is rated to 1000 flywheel hp, but I'm only making 820hp, or 612kw. The car is an absolute weapon, and I've only used high boost a handful of times, but I'd like to sort this issue out as no point doing ethanol tune so far. Looking at the compressor map, with the given boost of 24-25psi, I have a pressure ratio of 2.8. I was working out my flow rates, so something like 1lb/min = 10hp, so in my case, I'd be consuming around 82lbs/min? If I plot that on the compressor map it seems I'm sitting very close to the choke line? Could I really be choking the turbo with only 25psi? Perhaps if someone knows more about compressor maps could chime in and shed some light? Here's some pics of the dyno pull Here's my setup: RIPS Built 3.2 - From what I can calc, its a 8.3:1 cr New RB26 Head CNC ported 286/278 degree cams EFR9180 with 1.05 exhaust housing 60mm Turbosmart w/g 6Boost manifold(standard thickness, not the thick ones) 4 inch dump, no cat, just 1 muffler - The whole exhaust if 4 inches in diameter Hypertune G2 FMIC. Unsure of exact sizes but its around 115mm thick. If any of you guru's could perhaps shed some light?

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8-9k is achievable on a basic RB anyways. But if your turbo is falling off at 7, then there's no point in revving it any higher. Mines fully built, and I only rev mine to 9.

Do you have a pressure sensor in the radiator?

I bought the full brakes direct kit. I had issues, however the brakes themselves are pretty damn good once everything was sorted.

Thanks guys. I'm just concerned about my tune. So safe to just stick 1 flyback across the SSR terminals that go towards my pumps? I think both pumps get their positive from the SSR. I'll have to double check.

Ah yeah so mines at 250hz, doubt that be an issue. The tuner didnt stick flybacks on my SSR which I always was a bit dubious about. I run the 100A SSR too.

Whats your PWM setup?

Funny you mentioned the hum noise, cos mine makes that too. I noticed in the logs stats, from memory my max Inj DC is around 38%.. So judging by that, my FP's sitting under 70%?? I think with PWM its the opposite? What's your PWM setup?

Yeah well I do have ect temp issues. Low speed it wont come down as fast, and at idle it will creep, even with a 2100cfm AC fan(Aux), so it feels like the fuels also heating up, hence this thread.

I forgot to say, that I run twin Walbro 285 pumps, and they are already staged via PWM. Max DC on the pumps is from memory under 80% even at under 100% tps. Thinking of adding the Setrab fan assisted cooler.

What fuel temps do you guys see? I have a bosch twin sensor on my reg, and I've seen a max ever of 52C. Average of around 45 when cruising. I dont run a surge, with -10 feed and -8 return. Seem a bit high??

Yeah maybe, another way I would do it is run a eg 7psi spring in your gate, and use closed loop so that the ecu manages the gate.

I thought about it with my build, but the sheer size of those f**kers put me off it.

Thanks guys, @Ben C34 - Yes, its at the lambda - So I guess i can disregard my readings then. I have a spare bung, so I can throw in a EGT sensor/amp then. @GTSBoy - Do you have a beanie on? What turbo if you dont mind me asking? My turbo gets very hot, iron exhaust housing, and its a top mount too, so prolly explains a little.

Hi guys, Been doing some data logging on my g4x, and noticed something slightly odd. My EGT's are always between 780-800C. This is at idle as well. I did some pulls, and noticed the EGT's to be the same, or very similar. Havent seen it go over 800 so far, mind you I only went for a drive yday after updating my logging params. I dont think that's right. Even at idle. I am having high ECT at idle, and I have just upgraded my AC fan to a Maradyne 14inch fan that pulls 2100~CFM, and it still has a very hard time controlling ECT when set to 85C. What sort of EGT's do you guys see? I've had a look at my fuel and ign maps, and I dont see lot of fuel added, and not much timing either. Only 13.5~ at WOT.