Full-Race Geoff

Members
  • Content Count

    346
  • Joined

  • Last visited

  • Days Won

    1
  • Feedback

    0%

Full-Race Geoff last won the day on May 14 2014

Full-Race Geoff had the most liked content!

Community Reputation

63 Excellent

About Full-Race Geoff

  • Rank
    Rank: RB25DE

Previous Fields

  • Car(s)
    awd s14/rb26det
  • Real Name
    geoff

Recent Profile Visitors

5,727 profile views
  1. Full-Race Geoff

    in my opinion, the 8474 will make the 9174 obsolete. the 9280 looks to be the big boy that we always hoped the 9180 would be. It moves way more air, at lower shaft speeds via much larger compressor inducer. Keep in mind the 9180 was custom specced for indycar and once the teams switched to twin 7163... the 9180 became less relevant. especially considering how easy it was to overspeed the 9274 is still more resistant to overspeed than 9280, so 9274 + 1.45 a/r will continue to be my recommendation for people that will push their setup as hard as can be. it will have higher TIP than 9280 but everything is a compromise... you just need to figure out what works best for you and your goals
  2. Full-Race Geoff

    agreed. i had the 9180 on my 2.6L and it didnt work nearly as well as the 9180 on a 3.0L. 8474 is what i will use on my 2.6L this time around. RB26 stock stroke is not great at spooling big single turbos
  3. Full-Race Geoff

    8474, 9274, 9280 have not started shipping yet. I expect this will happen this week. if anyone has a turbo already its a pre production unit, they have not started shipping as of right now
  4. Full-Race Geoff

    twin efr6258 would still be my favorite turbo setup. if it had to be single turbo then thats a different conversation, but 2 good twins work and can be magic on these engines
  5. Full-Race Geoff

    keep in mind the 9274 has a considerably smaller compressor inducer trim, so it plots out really well!
  6. Full-Race Geoff

    ive done a back to back with my friend Evans Tuning, where the only change was pistons (CR). if youve got data otherwise im always happy to learn
  7. Full-Race Geoff

    increasing compression typically corresponds to an increase in HP / lb boost. it does not change spool in my experience. That said the exhaust flow requirement is likely to go up in some capacity, particularly with the p&p so increasing turbine swallowing capacity to 1.45 a/r would make sense as a consideration provided youre aware of turbo shaft speed.
  8. Full-Race Geoff

    The 9180 1.05 can easily supply 500rwkw worth of airflow. the rest of the setup will need to support this, fuel is the biggest factor (knock) Full-Race has a few in stock, there will be a sale for the big holiday in the states this weekend
  9. Full-Race Geoff

    7064 is still a good turbo! the YB cosworth guys are over the moon for this... older tech 2L engines like sr20 and 3s seem to love the 7064 due to lower emap up top and easy to run external WG on twinscroll (compared to 7163)
  10. Full-Race Geoff

    it depends entirely on the application - altitude, engine size, max rpm, boost level, VE, etc. typically the 9174 exhibits increased emap at most points
  11. Full-Race Geoff

    we built the turbo kit on steph's drift car. its a 2.6L engine from a toyota sienna minivan, typically he revs to 7800-8000rpm depending on the track and gearing. Turbo setup is divided t4 manifold, very similar to evo but flipped so its a top mount obviously. the turbo started as 8374 0.92 a/r, then tested 1.05 a/r 8374 and went back to 0.92 once they had the nitrous on the car. He is battling V8s and 2jz's so he needs as much bottom end torque as is possible. once they switched to the 9174 he kept the 0.92 a/r for a while due to the setup already being built and in place. as of right now i believe he is back on the 1.05 a/r. keep in mind there is a lot of nitrous on this engine
  12. Full-Race Geoff

    that is correct, 9174 works best with the big 1.45 a/r housing when pushing the turbos limit. The 74mm turbine is relatively small to swing the 91mm compressor so anything that can be done to reduce preturbine drive pressure at high rpm / high boost is a win for this one.
  13. Full-Race Geoff

    Thats my man clinton! 9174 1.45 a/r external wastegate evoX.. he has embarassed some serious vehicles with this evoX
  14. Full-Race Geoff

    agree 100%. thank you for posting up Peter! when i was younger and had less experience, i also thought the 1.00 target was a good idea. now i understand peak turbine efficiency is typically found around the 1.00 a/r range. the larger a/r will flow more with a loss in turbine efficiency (counter intuitive i realize). the tradeoff is transient response, at least for a radial flow turbine
  15. Full-Race Geoff

    I am interested to see your impressions with the bigger housing. It does lose a bit of response, I personally prefer the 1.05 for most RB engines due to the balance of response and turbine efficiency. To your second point, however, the twin EFR is another level of breathing compared to the single EFR. when youre at the point of this volume of airflow, I believe the big twins really are the call