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RB335

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RB335 last won the day on November 22 2016

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About RB335

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    Rank: RB25DE

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    GTR

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  1. Making 50% of max power by 4500, that's amazing. Tempting me to switch from my 8474 to twin 6258s Is anybody able to take measurements of the EFR9280 compressor, I'm seeing if I have enough clearance on my engine to run and test it compared to the 9180 which I have on me which fit fine on a 6boost T4 in a R33 GTR engine bay
  2. I thought I'd bump this thread up rather than starting a new one on the same subject. What are the power limits of a Coppermix twin before they begin slipping when in good condition?, have any of you guys tried pushing 600-800hp region and what have your experiences been. In a GTR, unsure if that makes a difference since the driveline loads it more. I've seen some pretty light driveable clutches used in very high power turbo BMW's but not available in Nissan style. I run a Exedy Carbon D but looking to try something quieter.
  3. Does anyone have a 1.45 rear housing for sale or one they would sell for an EFR8474 message me thanks.
  4. Nosure your housing looks much better and could I say, passable. It still has that same messiness on the bottom of the housing, where mine had loose bits of aluminium floating around. I might add, regardless of whichever way any views would try to see around the defects, it's not a matter of whether it effects performance or not. Ask yourself from what you see, would a housing like that be of acceptable or unacceptable quality. Would you be OK continuing to buy into a product where standards are beginning to slip?
  5. Hi Geoff I can't accept it. Yes what you are doing so far is appreciated as I can see your set on sorting it out, kindly see if you can visually inspect a housing to confirm it's good before sending out, then send an a replacement through to the distributor I purchased it off as I'll be safely keeping this turbo off the engine for now. I will not be doing a T51r mod as a band-aid you suggest to fix defects I've bought an EFR8474, no the no-cost housing sent out is worst, basically torn coke can like in areas. You won't get this with Garrett and their distributors never or rarely let people down if there's an issue, even Precision are putting out nicely put together products so with the BW marketing off as top-tier you can't accept something like in the picture and video. What Lith says isn't unheard of or a surprise
  6. Received 2 8474 front housings distributed from Full Race with poor defects. Not sure if it's just a bad batch but from what I've seen from BW lately, things are getting worse turbo by turbo that I've purchased. My EFR7670 was good, 9180 was OK, but these are a abject joke First one had loose bits of aluminium rough casting inside on surge ports all ready to be sucked right into our new engines. After they agreed to remedy, behold here is what we get, another play school housing. Would you guys run these? The replacement housing sent to remedy it :
  7. What data do you have and what tests have you done with a 9280?
  8. The big issue here that needs to be explored is, many tuners who've put out a lot of high HP cars have noted they feel the EFR turbos simply don't make the power they are supposed to do or have to be pushed too hard compared to similar sized turbos from other brands when they reach their upper limits Peter from PMC race engines did mention that the RB won't respond well to an EFR9280 simply as the rear side is too small to let the engine breathe for the flow it can make, too much pressure in the manifold. I don't know if the above is fact, kinda fact but not too much of an issue or not too much of an issue This further begs the question with the EFR8474, being such a high flowing front end, coupled to a small rear end, can it go as hard a as a 9180. We will find out once I'm done with my 9180 and more boost
  9. A small update on my car is now still at the shop getting things running with the EFR9180, the EFR8474 has arrived. There appears to be some wastegate issues. We are making around 500hp'ish region on 20 PSI on 98 from the info the tuner has given. The car now has big flowing exhaust and cooler so we put it on the Dyno and those are the results so far. Driving it on the street, all I will say the 9180 with Vcam enabled does not feel laggy like a classic all or nothing big turbo, it's surprisingly smooth and the car moves. There is twin TIAL MV-S 38mm units both controlled through the BW EFR solenoid. We are trying to command over 20 PSI but it simply does not want to make more than 20 PSI, the boost tries to go above and comes down. The BOV is blocked off with a Turbosmart plate. At this moment I am unsure if there is a fault with the gates or whether the solenoid isn't able to bleed off enough air from all the vac line plumbing fast enough to keep them gates shut until higher boost is achieved. We will investigate further and once rectified I will report back. This is the first time I have run twin gates and not a lot of people around where I am do so, so any advice or your own experiences if you have similar setups are appreciated. For now here are some pictures of the 8474, it still looks like quite a big turbo but everything is a step smaller except the front wheel inducer.
  10. I couldn't edit my post soon enough. Otherwise I'll have some 8474 vs 9180 feedback soon excluding 9280 which I'll be doing, it won't be perfect but good enough for a rough comparison, I'll post that when I manage to get a hold of a 8474 which I'm keen to test out in the near future.
  11. I'm happy to do some dyno comparisons and provide data if it's valuable enough to us all, but I can't fund all of it myself. I can provide a 9180, 8474 and some dyno time from my own pocket. If you guys want to see how it stacks up against the bigger brother 9280, I am able to do this and will need some funds for dyno time, and a 9280 either : lended to me, or crowdfunded to me. The re-sale of that extra EFR turbo after tests are done will then be re-funded back to everybody in proportion minus difference for "second hand sale". I also may not be able to fund the additional R&R + dyno time for the 3rd turbo myself, and may require funds to do this, as the tests are to be done as back to back as possible, so unbolting, re-fitting will be charged as time the car takes up on the dyno. I personally run mild cams in the car for a street idle, but for test purpose I will also require 272/272 cams or similar in the motor for the test to allow the big 9280 to breathe up top, it.s a 2.8 with a 1mm oversize at the moment. It is in hopes the test should show the response between the 9180 and 9280 to those considering what an upgrade may do and how the "Black" series performs. It also will show if the 8474 can deliver 9180 "like" flow, while being considerably more responsive, which has been the issue of much speculation I'll probably throw in a few mild cam and big cam runs with the 8474 if of interest to anybody if I (and we?) can stretch the budget enough. I plan to do the bolting, unbolting while car is on the dyno, not taking it off, then doing it another time. So everything will be charged to me as Dyno time. It is a brand new motor that is run in with everything working how it should be. If enough people can contribute to this, I'm happy to provide my credentials so you can do a check on me.
  12. We did a test with a standard EFR BOV with a low power setup and we were seeing slight leaks even at 25 PSi region, where we got a little increase in power by blanking it. So it's definitely something to address. This would have been the pre mid 2018 one. My Nitto 2.8 Vcam 264 / ex 260 setup with EFR9180 will be on the Dyno in coming weeks. I'm looking at then using this same setup to test a 8474 to see if the front end can produce 9180 like flow. Then also looking at testing a 9280, to see how it compares against a 9180.
  13. Hi Guys. This question is for any people who've built a 2.6 or 2.8 with a high compression ratio or tuned it. My CR is currently 9.6:1 on a Nitto 2.8. I want to go higher while still being able to have it be a pump gas motor for street purpose. I have flex fuel and a Haltech Elite. The highest my tuner has done is 9.5:1 with no problems on both. I've heard of a few running 10:1 but no idea if they are E85 dedicated or not. Any higher I've been told is a try it and see how it goes sort of thing. I've been told having the CR too high can upset the engine in the way that it can't be tuned as aggressively on higher boost and as a result may be more tame than a lower CR engine which can be tuned "all out" in the higher boost levels. I've heard of many big power 2J's running high comp but not many RB's It's a 800-1000hp car. Any advice appreciated if anybody here has built one or tuned one. Cheers.
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