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. if you want responsive 1000+hp on any twin turbo application my opinion is EFR7163 can not be beat. This is literally off-the-shelf indycar turbo setup. Spool difference between 6758 and 7163 is about 300-400rpm depending on gear, but for this power level its an easy decision
  2. @Lithium The max turbo speed rating is determined based on tip speed of 560 m/s maximum. The smaller diameter wheel must spin at a higher RPM to cover 560 meters per second compared to a larger diameter wheel. Tip speeds above this 560m/s level are where any turbo is likely to fail
  3. im interested to see the chart, and whatever info you can share of the tune/setup. how much boost, ignition advance and WGDC? Do you have turbo speed sensors? Do you have a boost chart showing RPM vs boost and where are you reaching 1bar boost? obviously there are many changes that can be made to extract more power, but thoroughly understanding the baseline is important before changing anything else All wastegates internal or external will have a small leak from the lower port. In the case of turbosmart IWG actuators, if you use a 4 port solenoid with pressure in the lower canister it can push assembly lube out of the lower bushing. Turbosmart is fantastic to deal with, if you have any concerns send them a photo of the actuator. yes 8374 1.45 was a popular evoX turbo, but 9174 1.45 has pretty well displaced it 8474 and 9280 both required a new compressor housing design. This will not be released until 2018
  4. the 9174's have been very popular lately, for 2 reasons: -borgwarner has the most bizarre production methodology ever, and they are spititng out 9174s only (not 8374, not 9180) -the 9174 has an internal pricing error causing it to be the least expensive of B2 frame EFRs. we get shipments of 9174 with iron and alloy bearing housing. The main factor for consideration if you will use alloy is that watercooling is mandatory. the iron turbos are not nearly as picky. however the alloy turbos are crazy lightweight, its a 7lb difference
  5. ok good - 6758 is not nearly as sensitive to the surge margin as 7163. just something simple to keep in mind since its just a 90 degree bend and a filter on the end
  6. Ok - I prefer to see 3" as the smallest diameter for the inlet. edit: the 2.5" will work fine, but 3" can better avoid any surge with 7163s
  7. looks good! only question is regarding the intake tubes/filters - are they 3" ? or 2.5"
  8. -do a boost leak test -check for exhaust leaks (very likely) -get turbo speed reading properly -get preturbine backpressure reading report back
  9. we have the 1.05 a/r TS housings in stock. also 1.45 in stock if you have a built motor. the alloy core requires mandatory watercooling AND mandatory 360-degree clamp plate kit. Without the upgraded clamp plates, the alloy core will get damaged at the turbine housing connection. we have these in stock if you need them, it appears very few of the other distributors are aware of those When we began experimenting with twinscroll setups (2002-2003) cramming dual wastegates in places where there was only room for one gate was typical for early test units. this did work for a brief amount of time (enough to get test data). However the diaphragm location at or near the turbine housing/downpipe will result in diaphragm failure before too long. even if you have a water circuit and high end fluorocarbon diaphragm
  10. we have steel 9174s incoming. im fairly certain there are none anywhere else as we have many other distributors calling and asking for these edit: Griffin, im 99% certain there are zero alu 9174 here in the US. For your sake I hope you can prove me wrong
  11. for a 3L or 3.4L the single EFR will choke. Twin EFR is my recommendation. both of those options will likely choke due to backpressure on a 3.4L engine some more photos of similar
  12. yes that is correct - pump gas on Richard's twin EFR R32 in the UK. And yes the larger 6758 definitely moves more high rpm air than 6258. But i will say 6258 is brutally fast, I am not man enough to push 6758 or 7163 at full song. Im also a bit surprised there arent more people posting about twin EFR... we sell more RB26 twin EFR kits than single EFR - partly becuase the Y-hot-pipe and o2 housing downpipes are easier to fit (Especially on RB30). Sadly here in the states there are a lot of headaches involved with owning any RHD GT-R so its one car that's usually not discussed publicly the downpipe outlet shifts approx 7-8mm away from the turbo flange. The downpipe may fit if it was made a little long or it could beneft from a small extension if its short. let me know if you need a housing we have them in stock
  13. hey sorry I didn't see your post. on the GTR.co.uk forum there are a few guys regularly tracking our twin kit. Richard / CT17 on gtr.co.uk has posted some videos, his feedback and dyno chart are here " Having now used my twin EFR 6258s I am very happy with them. You can feel them spooling up at 1800rpm on my car and apparently I have 1bar of boost at 3,000rpm. They come on smoothly and it feels more drivable than the low mount twin -5s with billet wheels I had before. " " Yes although on the Dyno it's almost exactly the same the car is more able to use the power now on the road/track. They spool up a bit smoother so the surge of power isn't as instant. Which means it spends less time wiggling the rear end and trying to deploy the power and more time just taking off. On the same tyres it used to struggle in 2nd to put the power down and wiggle a bit in third. Not any more. Overall it's definitely made it quicker. My car was well set up before and did spool very early, but it's definitely smoother and easier to drive now. Driving it you can feel boost around 1800rpm and it's going properly by 3000rpm. "
  14. We have more EFR turbine housings *in stock* than anyone else (BorgWarner included) Before you buy EFR turbine housings, make sure the reseller has it in stock... because if its not on the shelf, it can take 4-6+ months to get loose housings Im always hearing of shops taking orders for turbos they can not possibly deliver. I dont fault them, because they think they can do it. But in reality production on these turbos is so spotty / low volume and backorders so severe - if the reseller taking your money does not have the BW turbo in stock, I'd bet you won't see it within 4+ months. Maybe you will get lucky and prove me wrong. for your sake I hope so! ^^this kid is a maniac, cant ever understand much of what he writes. his brother is a customer of mine, owns a shop with multiple built R34's and twin 7163 kits on 2.8L tomei longblocks
  15. I agree with everything you wrote. But, 1000flywheel HP on a 9180 is going to be damn close to overspeed and possibly fail the EFR9180. Based on my experience, twin 7163 is my vote anytime 850+HP is the target. The RB twin EFR kit is one of the best kits we offer, but I do not expect anyone to take my word for it. I use IWG for my personal builds. Much cleaner/simpler/less complex/less weight etc. It does have its drawbacks, but unless its a dedicated competition vehicle i think IWG has merit Considering a 2.5L RB25 targetting 400kw (536hp) - EFR7670 is a tiny bit small. It might acheive your objective, but will likely depend on the cylinder head and cam. The EFR8374 is a comparable turbo go GT35R and an airflow rate that can more easily hit the power target agreed, i absolutely love R34 6speed gearing with the 4.111 final drive. feels like my evo garrett and pte (turbonetics) both offer a number of higher airflow rates. We also have the 72mm and 76mm SXE available from the drag racing lineup.. However twin EFR is another animal entirely ^^^this