R32 TT

I didn't read it that way.. I read it as they made the same boost as the 9180 without requiring to go to 116,000rpm. Also - why do you think 1.5:1 is 'too much' backpressure? For a Circuit car knocking out near 900hp at the wheels and coming on down as low as it is - I would have thought that would be ok? Maybe not for a drag car - but that's not really why you buy a twinscroll...

I wanted to 'surprise you'.. and now because I couldn't keep my mouth shut.. I've gone and ruined everything. .......................You know about the Samsonas though yeah? PS.. I can't believe you called me a mole...

You won't be there because..........turbo upgrade?

I haven't been on the forum much in a long time - but look what turned up in the post today... courtesy Geoff Raicer (thanks again mate). Just came by to see what the latest results were.. I'll be doing a direct one to one comparison of this vs my current 8374 when the time comes.

SOLD!

@GTScotT Yep - recent Dyno attached. Yes we wondered about EGT at the time as well - but the general consensus was something small had gone through it. Can't be 100% sure - Was making around 620 at wheels at the time - didn't have EGT sensors, but wasn't on the bleeding edge or anything. Do have 6xEGTs now though! And knocking out 684 on a hub dyno. (Note we are rolling on boost down low deliberately.)

4.375:1 Front Diff gears Bought brand new from Nissan. Shotpeened and isotropic REM finished by NEAT Gearboxes in SA. Never Fitted. $900 inc freight.

UAS Front Upper Arms Hi guys, bought a couple of years back - never fitted. $350 inc freight.

Back up FOR SALE! Unfortunately - sadly - I've been stuffed around by a fairly active member on here who wanted it - We had several emails and phone calls - even gave me his address to send it to. Then put me off for a while due to some other bills. (which was fine) . I held it for him as he said he was still keen - but would need a month or so - what do you know - now he doesn't return emails or PM's. Nice. I even went and found a replacement BOV for it for him - so the only 'missing thing' now is a speed sensor. I wish people would just man up - if your circumstances have changed - just let me know - I'm not going to bite your head off. Price drop to $1900

One other thing to check. Are you absolutely sure that you haven't slightly overfilled the sump? If it is just a little too full, more than you need then suddenly you have the crank churning up oil and frothing it up.. that will sit up in the rocker covers and be pushed out - the aeration makes more volume, which is turn makes it worse and gets churned up by the crank more. Try taking a litre out and go for a drive. (watch you oil pressure obviously, but a litre shouldn't hurt) That catch can exit looks like plenty I would have thought.

To help you diagnose - try putting a vacuum/pressure sensor on the sump and logging it. You might find it is being pressurized - hence oil can't get back to the sump from catch can or rocker covers and fills the can. Also (what I can't quite see) you have two breathers to the catch can, and only one to atmo? Consider making this larger otherwise the velocity of air out can be high and drag oil mist with it.

SOLD - thanks guys.

EFR 8374, IWG 0.92 A/R. (slight damage to turbine wheel at edge) 6Boost T4 Divided Manifold to suit IWG. Ceramic Coated. Turbosmart IWG75 The lot for $2000ono. (not looking to sell in parts at this point - it is cheap enough as is). Guys, be aware that the reason for the cheap price is that the 8374 turbine wheel has sustained some damage. I have provided a close up of the edge of the fins. As you can see, a small piece of something must have gone through it and it has taken 1 to 2mm off the outer edge (on all fins). This was installed on an RB26/30 as per photos below. I can say hand on heart that we did not 'know' about this damage. The car has been making the same outright power and I did not notice any lag etc. The only reason we found it at all was that we removed the exhaust housing to get it ceramic coated and then saw it. Believing this was a problem (and having some contacts at BW) we sourced a new one anyway and I have held onto this unit as a legitimate spare to throw on if we ever had an issue with the replacement turbo. We never have, so its been in the cupboard for about 2years now. We are now also going to bigger setup hence not needing this manifold and it made sense to move the lot as a kit. For someone looking at upgrading from twins to a single and on a budget, this is good way to net you 600rwhp @1.4bar (as this one did, even with this damage). And then you're setup for upgrades later if you feel the need. Parts 'missing' from it: You will either need to block the blow-off valve if you are using externals - or source a replacement one. (edit: I might have sourced one, so will confirm). I have kept the speed sensor, so you can either fit your own or block off. I'm not in a big hurry to move this - its just clean up time. I could still use it as a spare, so while I'm open to some negotiation please don't super low ball me. Its very cheap buying as it is..

*Yawn* Is this ~still~ going on? EFR Turbos are so last year you know... (good to see you finally pull your finger out geesus, the car must need new air in the tyres by now....)

Sorry mate, only just saw this today (missed your question back in March!). Yep - mine worked well. Had no issues. WeaponX and Denso's both worked fine. Recently I did just change over to R35 coils as these had proven to meet the power (beyond the power) I run and it meant I could use less wiring and get rid of the CDI module. Plus the promise of a longer burning spark to light lean idle mixtures. In truth no discernible difference between the two though. I think the CDI would come into its own in really big boost scenarios - but I can't back that up with any real world experience to be honest.

Haha - yeah it could use some more boost Simon.. I'm sorry I've not put up Motec logs in the past for those who've wanted to see. Back at the time I did a bit of comparing because I did more or less change from -5's to 8374 with no other changes. Right now I can't remember how much 'sooner' it boosted in rpm terms. Piggaz probably remembers that detail better than I do.. god knows how with his drinking etc.. what I do remember is how quickly it returned to boost between gear changes and it was a little more than twice as fast.. from memory a gear change from 2nd to 3rd took the -5's about 1sec to fully to boost. (fully). they came on but sloped up. The 8374 came back to boost in about 0.3-0.4secs. So it was on and to be honest in car doesn't feel like even that - it seems nearly instant. This though is 'different' to coming on sooner in the RPM range - but its likely why you don't see it on a Dyno sheet when looking at these turbos. The car feels (and is) more responsive than -5's and yes made more power. My -5's had stock manifolds, 70mm dumps that merged into a full 4" system The 8374 uses an IWG 6Boost manifold, on the exhaust side bells to a 4" downpipe and then goes to a 3.5" Titanium exhaust. The car could use more top end to compete with the likes of Simons car that just seem to get faster, the faster it goes! But as he points out - that could be down to other things other than turbo choice. Its funny, he'd like to try a 9180.. I wouldn't mind trying a 6466... the grass is always greener! I'd like to get it doing a solid 1.8bar to see it really go - but I think its running out of puff. I run it at around 1.4bar mostly and is doing about 100,000rpm or a little over. So it has some room yet. Here is some more video goodness on her way to the finish line.. IMG_0089.mov

ughhh...! EFR.. what a loser....

Sure - its one of the most bling things on my car actually. Normally its all about function and lightweight, but went a bit overboard with a CNC aluminium "shelf" to fit a lithium battery, the relays (hidden behind battery when installed), surge tank and holders for the canisters from the AST Suspension. The surge tank can take up to 3x Walbro 460 e85.. I run just the two. Pierburg 2A Lift pump in tank.

Bumpo !

Hey Paul, as discussed - I used to run 044 in tank, changed to Walbro 460 for e85. Nearly kept up with demand but was on the edge and needed surge tank for track. I considered a number of "big single" fuel pumps - but most American gear I looked at had "duty constraints". ie not to be run at full duty for more than X minutes.. also, mixed results on 'noise' depending on who you talk to. Have sat in a few cars with Aeromotive, Maganflow etc that all you could hear is fuel pump. this is ok if its a track car only - but to me, even a track car with a quiet pump means you can hear 'other stuff' that you want to hear.. so if you can get performance AND have a quiet pump - then why wouldn't you. Considered speed controlling these and even bought a Fuelab to do just this but did not go ahead based on other factors. I think there is something to be said for OEM manufacturers. Generally cheaper (replaceable easily), reliable, often quieter, less amps draw (sometimes). Running e85, I wanted no 'corrosion' so surge tank had to be completely anodised throughout. There is anodising and there is anodising. You want Type 3 Hard anodising done if you get it done locally - this stands up best but it is not 'by default' what you get - you must ask for it. All lines are Speedflow Series 200 Teflon lined. No corrosion and no smell. I ended up running a radium surge tank which is well made, properly anodised throughout and holds 2x Walbro 460 e85 pumps. Could have fabbed our own but why reinvent the wheel when this was a good solution. I only switch the second pump on under high load, so it sees very little duty (so it should out last the main one). With e85, there is much less chance of engine damage if you lean it out... and remember a big single pump can still 'slow down' over its life, so the argument there is.... arguable. At least when #2 pump fails you know about it. A big single slowing could catch you out over time. regarding lift pumps, people have mentioned you can use another Walbro 460 for that - BUT, check out their current draw. They draw big amps even with no load or pressure.. about 10A from memory. If you are at full noise with all three pumps going at 20A + 20A +10A you can be drawing 50A for fuel pumps! (admittedly only at certain times)... with all the other gear we're running and CDI/fans etc... you want to keep it down where you can I use an e85 rate Pierburg Lift Pump which only draws about 2A and easily keeps the surge topped up. End result is I have a fuel system that you cannot hear even if you put your ear to it. It is capable of well more than my cars puts down in HP. Parts are easy to get locally for replacement. All pumps are submersed in fuel - which I also believe keeps them happier in terms of temp and environment. ......and the surge tank is pretty to look at. Bonus.

.....if they're consenting adults - sure!

Sold!

Yep - somewhere between 400-450rwkw. Never really big on dyno figures - but the exhaust was not a restriction for that power level. We tried front pipes only and did not gain much in the way of power.

Should be no more than $50 tops I would think.

Sorry mate - inbox has some room now.