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Full-Race Geoff

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

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About Full-Race Geoff

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    Rank: RB25DE

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    awd s14/rb26det
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    geoff

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  1. HKS2530 turbine wheel is a Garrett GT28 (53.8mm). HKS2530 compressor wheel is an old Garrett GT2860 (60mm, not discopotato) So if you're asking can the HKS turbine accept a Gen2 2860 GTX supercore, then I would surmise yes. Ive not done this myself however the bearing register and turbine wheel are consistent
  2. there are a couple modern variations available in the RB26 bolt on turbo category. My preferred / recommended solution is Gen2 GTX in 2860 and 2867. For the power hungry, you can also step up to 2971 and 2976 but that is pushing the limit of what these oem form-factor housings can support
  3. hi adrian, you are correct. this change coincided with Garrett updating GT Ball Bearing cartridges to a metal cage (older GT used a plastic cage ball bearing)
  4. here is a photo of the 1.45 a/r EFR9280 on our manifold installed in R34. I do not know for fact - but I suspect R34 RB26 valve covers may have more clearance than R32/R33 RB20 valve covers may fit also (a friend installed them on his 26, looks really cool actually) and smaller than RB26
  5. @omnigear Both turbos are similar, both are manufactured by Garrett. The HKS 2530 is the old school garrett gt28r. Fits stock location, spools ok, makes ok power. The GTX2860R is a modern version of this turbo with updated bearings, GTX compressor aero and much more power capability.
  6. hi rob, I agree with your decisions here. For my personal projects, I prefer IWG for the exact reasons you outlined. The Exhaust cutout near to the turbo will help. But be careful to choose a high quality cutout (i have seen many fail). also you may find 3.5" is suitable and 4" does not offer any benefit Of course the 4b11T is backpressure sensitive so the 4 port solenoid with a twin port IWG is a good way to get boost where you want it. Long term I believe the electronic stepper actuators may prove to be an ideal control system
  7. Hi Robo, thanks for using our EvoX turbo kit. 2 bar at 3900rpm is excellent for the 8374. What exactly are you looking to acheive and do you have any reason why you would not want to go external WG? In the case of a RHD evoX, there is less room than LHD. As you know, the steering shaft area is your space constraint from using a large diameter downpipe. Dumptubes for an external WG can be tough to package - but doable.. depending on what your exact goals may be will ultimately dictate the piping configuration. you are welcome to email me directly to geoff@full-race.com and ill do my best to help
  8. GCG is fantastic, we have a good collaborative relationship with one another. theyve been at the turbo game for longer than I've been alive. Re the G-series ... divided t4 will eventually happen, it may take a year or more. So don't wait for it. You can swap turbine housings once they are released if you choose. Full Race has 1 or 2 G35s left in stock if you or gcg need one. 0.83 and 1.01 a/r
  9. the Garrett quality went up with G-series compared to the older GT - no question about it. The only debate seems to be about lag/response compared to their legacy turbos.. which will likely continue to be a debate until the G-series divided turbine housings become available
  10. i asked them to edit that post. what i typed is correct
  11. Built b series drag race Honda, full race top mount kit. only turbo changed- no other changes. Green line = 9180 1.05 a/rRed & blue = 8474 1.45 a/r
  12. would you mind reposting your dyno chart with engine RPM as the lower axis? ...and if you are working to optimize the setup, a turbo speed sensor would be immensely helpful here to provide you feedback working on it! may be a little while but making progress. interestingly Full Race appears to be the only Garrett distributor pushing for this, everyone else just wants vband
  13. Hey Lith - apparently i am in the dark on him. can you post a link to the data? I'd be interested to check this build out We too have experimented internally with different compressor housing inlet configurations. Even "corkscrew" style inlets to pre-whirl the air entering the compressor blades. After realizing >zero< changes in almost every regard, we abandoned the project and scrapped or liquidated the remains. I have to wonder has anybody actually documented a tangible delta here? Albeit shaft speed, NVH ("sound") or otherwise? tai, all looks standard here, but it is hard to tell if the drain line could potentially have any internal restrictions (kinks) once installed. Obviously i am on the opposite side of the planet... but this can be hard to ascertain at times. Ive made the same error and overlooked a kink on my own personal project vehicle recently. drove me nuts until my buddy took one glance and caught it. one other issue that can cause this is a high crankcase pressure scenario. We had a well known RB drifter from NZ recently (zak, maybe you know him) who plumbed his catch can wrong and thought the turbo was bad. Once he got crankcase pressure under control the oil bypass symptoms all resolved. I dont intend to give you a runaround, but if the leak was on the compressor side then there may be something to look at. Oil leak on the turbine side means something is blocking the oil from draining out of the center section Hi, I can understand your frustration. If I were in your position I would probably feel the same way. Unequivocally, we have never seen any compressors with loose aluminum shavings inside.. yours was the first. However most all of the BorgWarner ported shrouds exhibit some "tearing" at the thin surfaces. Whether SXE or EFR, this superficial issue did improve for some time, and recently re-appeared. Im sorry the replacement we sent out was not sufficiently better. Maybe having the "t51R mod" applied would be a solution for this, rather than a performance change - an aesthetic one. I hope the no cost additional housing can help Have not seen a high rate of problems, in fact EFR is proven to be fairly reliable in the world of aftermarket racing turbos. There is one issue, and it appears to be isolated to casting quality from their aluminum foundry supplier its never fun to have disappointed customers and we will make sure to let BW aware. Thanks for the feedback and discussion as always, good or bad I am genuinely grateful to have these channels of communications open.
  14. exhaust manifold pressure influences cylinder pressure. In a true competition race application, which expects to have an engine replacement after every race, smallish AR and nitrous makes sense. If you do not intend to regularly teardown the motor, then a larger AR will reduce cylinder pressure and help extend engine service life
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