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Full-Race Geoff

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Everything posted by Full-Race Geoff

  1. what manifold are you using? If singlescroll vband, then g30-900 could be interesting. if twinscroll t4 then g35-900 might be the preference. these motors are sensitive to preturbine backpressure, so managing that is the key to getting this right
  2. HKS new line of turbos based on G series chra: GT_4950BB = G25 (49mm exducer turbine wheel) GT_6290BB = G35 (62mm exducer turbine wheel) GT_7595BB = G42 (75mm exducer turbine wheel)
  3. What I can say is that, as expected - the turbo feels a lot lazier than you'd expect Lith... basing anything on a counterfeit amazon knockoff seems disingenuous
  4. the g30 spools like a gtx3076, with HP and airflow in the Gtx35 size range. They are impressive turbos, but the naming and nomenclature is a little confusing, if it was up to me G25 would be called G30, G30 would be called G35, etc
  5. g35 is a big turbo. i feel like the naming is off becuase it acts more like a gtx40-gtx42 frame size
  6. Ive been very impressed with the G25 IWG. Its essentially a higher flowing "bigger" turbo than GTX2860. it has lower turbine wheel inertia and improved bearings. so I'd expect overall time to torque and transient response to be comparable to the GTX2867 with higher efficiency across the board if youre getting a new vband manifold, the 0.72 iwg is a great setup. i'd probably take that gamble. but understandably it may be larger than you're looking for to save the 6 speed
  7. 2.5L STI, 8474 (gray line) vs 8374 (purple and white lines) both 1.05 a/r on full race kit you can see the 8474 lost a small amount in the midrange, but gains it back and then some at 5000+rpm. definitely a bigger turbo but overall may be worth the compromise if wanting more airflow than the 8374 can support
  8. sorry but no, BW doesnt discount. and the suppliers get whatever bw sends us
  9. which manifold and wastegate config are you considering? If divided manifold and dual gates, theres ~300rpm spool difference from 8374 to 9174. as a reference point, one of my customers recently switched from 8374 1.05 to g35-1050 1.06 to 8474 1.05 on his 2.5L subaru sti track car. 8474 was almost identical spool to 8374 and it was a surprise to me
  10. depending on which supercore you have (aluminum or stainless) youll want to get the appropriate mounting hardware for the exhaust housing. But keep in mind they are A2-70 so I'd recommend acquiring the correct hardware - its unlikely you can find this at a hardware store where are you located? there are many top shelf tuners here in the states where did you get this turbo from? Your supplier should be able to get this handled by BW with a replacement cover. the ported shroud B2 covers have casting inclusions like this from time to time. there is zero impact on performance but the aesthetic is understandably unsettling
  11. not sure if trolling or not, but you can use the matchbot page to accurately determine your parameters. if you plan to run 1000whp on a circuit, youve got your work cut out for you
  12. the SXE will spool about 300rpm later and have more top end. good, simple, journal bearing turbo. since this is the EFR thread - a mild 2.6L build with EFR8374 using internal wastegate/internal bov is a phenomenal performer. it's about the same price as airwerks with external wg/bov if cost is the airwerks factor
  13. I'm glad to hear you like the decade old 9174. it remains a relevant turbo and due to a price discrepancy (that was never resolved) 9174 is the lowest cost EFR in the lineup. a bargain compared to almost anything else in the same price range 1.45 a/r is a monster. It was originally designed for Honda's Indycar 2.2L V6 engine (12k rpm rev limit). As long as the housing is divided and there is a lot of boost at high engine speed >8500rpm then the 1.45 will work great. *edit: Transient response will suffer, so it doesnt make sense for drift cars
  14. There's a smaller difference than expected. one reference point - Fred Aasbo (papadakis racing drift team) ran 8474 vs 9174 back to back on the same track and could not tell any difference. Their data shows 50-150rpm later spool but the tune did not change and he still uses 8374 for the smaller track Formula Drift competition
  15. all good advice. the other benefit of the 8474 is it won't overspeed as willingly on a large displacement RB we have 9174 in stock. it behaves similarly to 8474. (note: 8474 is on backorder until april) thanks for the vote, we ship to south eastern europe without issue. most of our customers are not in the US
  16. i have a set of the borgwarner VTV housings if anyone is wanting to do a similar setup. They did not work well for me in twinscroll configuration, despite my initial expectation. I hope turbosource has got it figured out, but it definitely does work in open volute/singlescroll
  17. agree. after a number of years with 8374 on my evo8 at 2.1L. I swapped to 7670 and 2.3L displacement. little beast is exactly how I describe that combination
  18. 880hp at the wheels + 15% loss = ~1012 flywheel so its not all that off. Do you know if a turbo speed sensor was used? the issue is nobody uses engine dynos. So every drivetrain combination , every dyno and every correction factor will spit some result out that will not agree with the other HP calculations. and turbo manufacturers can not accurately guesstimate what that %loss will be across a wide spectrum of vehicles sorry i mis-read your post do you know what turbine housing was used on this S15? In my experience sr20's are challenging. Yes they tend to take a while to wake up and dont love high flowing turbines... unless you swap to the sr20ve head 😈 ummm interesting you are replacing the S55 twins with the undivided single turbo - please post up once it is running. interested to hear your feedback on the setup This is a precarious situation to be certain, but you nailed it. Honeywell saddled the Garrett Advancing Motion entity with unruly liabilities. Garrett may be even more interesting once this public entity is taken private. Garrett turbochargers may benefit in the end
  19. Turbo Matching is the primary service Full Race provides for our customers. Most shops do not do this. Our staff members are trained on how to properly match turbochargers their 1st day working here. But you do not need us to do it, you can do this yourself by working through the matchbot webpage and watching the youtube tutorials. It amazes me how many shops, garrett authorized dealers, and high end race teams we work with never perform proper match analyses. On a daily basis i am surprised and continue to learn - Many times i will have an assumption, then check the match and realize the assumption was incorrect. the only way to have confidence is to crunch the numbers I have seen precision turbos fail from overspeed also. all manufacturer turbos will fail when overspeed occurs. The difference is precision turbos have no compressor map, no speed sensor port and are relatively large in diameter. And garrett turbos have these datas but do not have a user friendly interface to calculate operating points. It seems that many precision owners often select a bigger turbo than necessary (this avoids overspeed) as they focus on top end HP, but they will sacrifice response or time-to-torque. respectfully disagree lith - A friend/ex employee had a GTX3582R vband singlescroll and swapped to G30 vband singlescroll when they were released. The response was night and day improved with the G30. GTX35 is not even remotely close in terms of response. Inertia is king when it comes to this metric
  20. thank you for sharing your story, i know it sucks to destroy a turbo (especially 2). but this type of severe overspeed failure is what happens when you "guess" on a turbo size (not helped by the turbo manufacturer marketing absurd HP capabilities). The point im trying to make here is proper turbo matching is important. Your conclusion that the inconel "gtx is a stronger turbo" is something i disagree with to put this in perspective, (sorry i know its a g series thread) look at the case of a 2.5L EJ25 on matchbot. i set max rpm to 8000rpm and boost level = 36psi on EFR 8374. The red dots show the problem of overspeed by 7000rpm and would fail the turbo But look at the same comparison with EFR 8474. this is safely operating on the map, away from overspeed and the turbo will live for hundreds of thousands of km use.
  21. ^^^^ if you want the wastegate to open it does. if you want the wastegate to close, it does. these MHI actuators mean we are no longer constrained by mechanical spring forces and pressure differentials
  22. we've been working on these setups quite a lot. The electronic actuator from the b58 supra has 20mm stroke which is a little bit long IMO but it does work!
  23. rb26 swapped 240z sounds like fun! but 1bar boost at 5500rpm is definitely not correct for 8474 on rb26. Boost leaks are a big issue, and exhaust leak is equally likely, given how laggy the boost is coming on. 2 smoke tests (boost leak and exhaust leak) are recommended
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