burn4005

Is your ecu doing the boost control? You could try backing off the proportional gain a bit as the proportional error seems to be too high. Alternatively you may need a bit more derivative to back it off if you think the prop gain is correct (output gain matches process gain)

I look forward to seeing you to winning pikes peak next year then Pete.

The g42 flows the same as the 9280 at the pressures you'd be looking at. I think Garrett have taken the piss a bit with their power ratings.

People really like round numbers don't they.. My car did 495kw at absolute max turbo speed and everyone always asks why I didn't go one psi more to break the half ton. If you need a round number in your life set the Dyno to metric and aim for 700kw instead of 1000hp. People forget that tuners pull a degree or two of global out when they unstrap the car anyway.

That is basic QA for any manufacturing business to test, especially if it's hand made and not automated. I would not be happy. But as already stated, stock dwell times will impart less than a quarter of the energy required for design spark power. You need an ecu that has adjustable dwell. And if you're on a stock ecu you can't be doing anything too exciting power wise so r35 coils are overkill.

Sorry, yea i mean twin screw. a progressive cavity is technically a different pump style with a single rotor. I'll switch to a brushless unit when my fuel pressure drops off with my current setup. could also use an AN6 or AN8 supply line to sqeeze out a bit more flow. im using stock BNR34 lines, stock rb26 rail and a stock nissan filter. It was an absolute bastard to install the hydramats on the floor of the saddle tank with magnets and the in tank pump on the hangar and I'd rather avoid doing it unless I need to. its running fine at 500awkw on E80 @ 70% effective duty on Bosch 1462cc injectors. so far.

For comparisons sake, I'm running an L3LM in tank which is a brushed version of the l5lm, it's very quiet and I've tested it to 430lph at 17.5v and 80psi. The 41403 is totally different as it's a carbon vane pump not a twin screw like these ones are. Progressive cavity pumps are faaaaar smoother than vane or gear. I'm going to keep upping the voltage on mine as I make more power (using a boost a pump that is adjustable from 17.5-21v) until I kill it or it runs out of puff. But a brushless pump is about half the current and only needs 13.5v so it's no contest, brushless is way better.

That's true, Borg was talking about their black series at PRI and sema over two years before they were available.

Sweet! That is some AWESOME info Lith. It looks like you got a bit upset with me asking when soon was, I meant no offence or intended to sound ungrateful. Will digest this tomorrow in more detail, But I have to say the 1050 looks ridiculously efficient at 3:1pr at high flows. It's still at 70% at full speed, With an amazingly low surge margin to match. If it's an 68/84 compressor it's got the EFR 8474 spanked, and is frankly incredible they managed to get 78% out of it at that wheel trim. I'm impressed.

Good luck getting your hands on one, but if you can then go for it. Any RC car speed control (castle esc) or a fuel lab brushless controller will drive it. Other option is fuel lab now do a brushless screw pump for in tank use (48403). It's insanely efficient and I suspect it's the same pump assembly as Ti/pierburg with different KV brushless motors for different flow ratings. A fuel lab and controller is about $1200 au from summit

Bolts either over torqued to yield, or they came loose and the clearance was enough for the shell to oscillate on the bolts to the point of fatigue. I've seen an ATI1000 balancer do the same thing.

G35-1050 vs efr8474 death match! What do you mean by soon? I'm Super keen to see some comp and turbine maps.

No problems, I accept payment in the form of 8474 results.

small correction for your website Geoff, the selection currently is shown as "8374 or 9174 compressor cover" the 9174 option should be with the 9180 as its the compressor size you're interested in, not the turbine.

Well hurry up! I'm sitting here with an 8374 at 127k rpm and an anticipatory erection

I check this thread daily for the same reason. Can't find any results anywhere on the net for any engine at all running a 8474 other than rt Ernie on the evo years ago.

They are available lith. Not for black series yet but definitely available for all other efrs. Good for people that have cut up their efrs to fit elbows or don't need bov. https://www.full-race.com/store/borg-warner-efr/efr-components/borgwarner-efr-compressor-cover-sx-e-style/

Waste of time thinking about it, you can't get the shaft out of the EFR chra as it's an interference fit to the bearings so impossible to balance correctly unless you have a large frame VSR.

No gains or losses, just doesn't have the bov or flange for solenoid. I would have though the sxe cover would be significantly cheaper due to a simpler casting and post-cast machining process required.

I have a 5psi spring in a 50mm Progate and a 12watt 4 port solenoid (much lower dead times giving a better control range) controls 28psi fine and holds it all the way to redline (43%-55% ramp for 28psi flat boost curve) the secret to using light springs is the diaphragm to valve area ratio needs to be high for stable control. the 50mm gate I'm using would be in the vicinity of 2:1 but other gates around looks to be more like 1.3:1 eyeballing them, they'll be faster but not as stable (higher output gain, that falls away as exhaust pressure rises, requiring a firmer spring. once I add exhaust pressure compensation the duty should stay flat.

Mines been running for two years on e85, 400kw for one year 500kw for another. Microglass type Fuel filter gets a clean every now and again but that's it. Vp M2 in every tank. I check the log every now and again, fuel pressure is fine and egts are consistent accross all 6 cyl, no knock. Kv8 has every protection function active plus some extra. It gets a tank of 98 every now and again if I'm going for a long drive, maybe that helps

Lol Use decent fuel pumps with VP M2 to keep them lubricated if they're gear, georotor or screw types. Use stainless injectors and appropriate fuel hose. DO everything else the same as petrol and sleep soundly without worrying about a water injection system failing and blowing the engine.

Penrite 10 Tenths. in a ~580kw rb26 over here. have never destroyed an engine with it so it's adequate and cheap enough with supercheap/repco sales. people over think oil. its not a le mans 24hr car. you can either buy cheap stuff and change it all the time or expensive stuff and change it less. E85 dilution means you'll need to change if often anyway so no need to get the gold plated stuff. and if your oil isn't seeing 120+ degrees you wont reap the benefits of serious synthetics anyway.

heres a run of mine during the tuning process for comparisons sake: we didn't have the pump PWM speed control map set up correctly for a flat fuel pressure, and base pressure was a bit low. closed loop fuel was bang on the lambda target regardless (+4.5% fuel enrichment and -3.5% closed loop lambda enrichment. this run was at E75, but in my tune anything over E70 is full boost, full timing. I've been trying to get emtron to fix the fuel rate calculation speed as it's quite a useful runtime for fuel demand, but for some reason its refreshing very slowly in the log.

Interesting. I was at 76.5% duty on same injectors on e85 at 285kpa on an 8374 1.05. That was a 491awkw run on a 2.62l lambda of 0.8 though.