Lithium

Ahh ok, didn't realise it was pre-production. Still, sounds like it's close

Funny thing about the FFPs, there seems to be a lot of knocking them on SAU but I personally am a pretty big fan. 10 years ago the HKS GT2535 was deemed one of the perfect bolt on turbos for mild RB25s, and Prestige's dyno happens to have a mates old stock plenum RB25/98 dyno plot from when he had a GT2535 on his back at that time... so we decided to overlay the plot from an early attempt with the EFR7064 (we ran into boost control issues first time out) setup which runs a FReddy plenum, and the EFR7064 setup made more EVERYWHERE than the GT2535... from 2000rpm to 7500rpm, with the gap only getting bigger as the rpm increased. The GReddy style plenums in my experience offer a nicer wider spread of torque and as you say, are nicer aesthetically and give a bit more room for activities if you go high mount as well

One more of my mates already have an EFR8474 from them so can vouch for Turblown and that some black series have started shipping

Nice work, again - must be quite fun Interestingly enough one of the cars I've been involved with a bit has it's tune all dialled in, VERY similar concept to yours but running stock cams and has an internal gate EFR7064 on the stock manifold. That hit 300wkw on 20psi on a local rolling road dyno, and feels barely laggier than stock - we'll have to try and give it a run on Prestige's dyno to see what the power equates to on the hubber.

Even more reason to show off a dyno plot As it is 140mph indicates some decent mumbo!

Bloody hell, only just caught this thread - very nice results! Do you have a dyno plot for it? Be really interested in seeing how that setup delivers it's power

They were very much thumb sucks so that's nice What did yours make at lower boost levels?

I actually updated my list with a bunch more turbos (including the black series EFRs) months ago but this thread had very little interest so didn't think to put the updated version in here.

If they reckon the T51S (I am really not familiar with that turbo) turbine is the same as the GT45 turbine then I wonder why they didn't just suggest the GT4502R core which I'm pretty sure is effectively the T51R SPL BB guts, but WAY cheaper than what they've suggested. Granted, its smaller/more old school but they've essentially suggested a T62R which have been upgraded to a GTX compressor lol

Was just trying to be helpful and I was not making any call about performance, as I don't know what how these perform. I was simply pointing out the fact that manufacturing costs for journal bearing turbos are much lower than ball bearing ones. If you are happy with the fact you are paying the same price (or more) for something HKS are putting much less into than their competitors, then sweet. If the 5R has good design then it definitely could be a good thing, the only info we have is from HKS who are hardly going to say "This isn't really any better than the previous generation but we know people like our name so this should be close enough to justify charging a premium" as part of their marketing. The fact that their comparison is against the T51R-SPL is not setting a high bar these days. Glad you found the info you needed, and again - was just trying to be helpful. Good luck with whatever path you go forward with.

That is horrendously expensive for a journal bearing turbo, it can't be compared with Precision or Garrett turbos price wise as you'll be comparing with DBB things. You should be comparing with things like the Borg Warner S300SX-E, Holset turbos etc. If you are keen to be the guinea pig then I'd be quite interested to see the results, but there is a bunch of HKS/JDM tax on that if they are asking that kind of money for it! And thats just talking about your "hook up" price

To add to this, I've never seen anyone downgrade an EFR - either to a smaller sized EFR, or to a smaller housing... if anything, they go UP.

Sorry my wording wasn't careful enough, I assumed you would only be considering T3 internal gated as it would need no fabrication so only referred to that - but the G25s do not have a T3 flanged option at all. ANY G25 you went for would need a custom manifold or at least a flange adapter just to bolt up to the engine, before you get into dump pipes etc etc. EFR7064 and EFR7670 both have a T3 internal gated option, one of the cars I tune runs an EFR7064 on the stock exhaust manifold with no spacer - makes a bit over 280kw @ hubs on 98 with very impressive response.

G25-550 with .72a/r housing would probably be hard to beat for that kind of target, the trick is it wouldn't be a direct swap. There is no T3 internally gated option, the oil/water lines are different to the old GT-series turbos etc- there would need to be custom fabrication needed to make it work.

Truth For what it's worth, that car is the only car I've actually been in running a Precision turbo and I completely disregard it as an experience to draw anything from because it may as well have been any other car with an intake cam out by a tooth due to VCam basically not working properly, and how obvious an effect it was having even when the car was in neutral. As much as I'm a huge EFR fan, and wanted to see one on that car - my vote at the time was he sort out the issues as the way it was behaving was definitely beyond anything that a turbo could be responsible for... meaning either the owner would be buying a turbo he didn't need to in order to make a lot of improvement, and also that if the only change was the turbo then the EFR would also end up looking like a bit of a nugget as it wasn't going to be able to fix the biggest issue.

At least when I drove it the thing wouldn't even rev off idle properly, there was something quite wrong with how that engine was running so I don't really feel too inclined to judge how the turbo performed off how the car itself performed in that case - I don't really recall the full history, but I have a feeling the 6266 never got tested after the tune/engine issues were fixed? The 8374 went on and everything else was changed all in one shot?

To be fair there were a heap of other things which probably had more to do with that lag than the turbo, I would have been interested to see how the 6266 behaved with those sorted - the EFR was always going to be better, but

Probably actually closer to 450hp/337kw in Dyno Dynamics world - which is still solid! Fwiw, Mustangs actually don't tend to read a lot happier than Mainlines

This part might explain the power targets: Mild 2.6L with forged pistons and rods.... on 98

Nice, what hotside did you choose?

That's a pretty nice long powerband - is this a Gen2 one? What hotside? It's fairly lazy for a 55mm turbo, though not so lazy for the power level

OK, sortof makes sense. When you do the stroker/RB30 upgrade is that for more power or more drivability? Realistically a turbo which is "all in" in the low 4000rpm range on an RB25 isn't necessarily going to be that large a turbo on an RB30... or a turbo which justifies a solid RB30 build is going to bit a bit lazy on an RB25 unless you are actually targetting more of a punchy road car setup. You could get a 6466 with a smaller T4 hotside for the RB25, and order a larger one for when you go with the RB30... just to try and take the edge off. A 6466 would likely be "all in" late 4000rpm range on an RB25

Ouch, that's nasty - not overly surprised though, the Airwerks S366s are pretty lazy for their flow at the best of times - I've never understood why they have been so popular when a lot of people using them actually could do fine with the 60 or 62mm options. Going with the open T4 .88a/r housing and putting it on an RB25 is definitely not setting up a recipe for response. Will you be staying with the T4 open housing? I'm assuming that's why you are looking at Precision... if so, I'd look at the Gen2 PT5862 or at the absolute max a PT6062. I'm not sure why you'd go for a 6466 or a 6870 when you are "only" looking at <700whp Dynojet.... unless you are looking for headroom to make >800whp (6466) or >900whp (6870)? A Gen2 5862 will make well into the 600whp range and be a different car to drive. If you would consider changing your exhaust setup to T4 Divided then your options for good power and response get substantially better, too.

Fuel is a biggy here, too. whp running 91RON on a heartbreaker Dyno Dynamics will be hard hard work, estimated flywheel power on a Dynapack using E85 will be easy as pie.

Agreed, though people building their cars often don't do that much research - and the tuner/engine builder/whoever are often stuck with having to work with decisions that someone have already made.... not many tuners will turn someone away unless they've made a truly awful decision with the parts they've bought or how they've installed them (if they have at this point). I don't tune professionally because dealing with this kind of thing daily would do my head in.