Full-Race Geoff

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

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

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

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

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. "

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

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

he is having some fun out there! thanks for sharing the video

Correct - the only difference is material and corresponding weight. The aluminum is mandatory to watercool and the steel doesnt care much. we have these in stock with all options would love to see the 0.64 vs 0.85 a/r comparison if you have one? boost plot is fine if you have it +1 good riddance to HICAS yes, that will work perfectly. no need for GTR ps pump, any r33 or r34 base will work. also rb30 PS pumps supposedly work (info from a customer). Electric PS is a benefit for race applicaitons because it takes the flammable PS fluid and moves far away from the heat of the exhaust

I dont know many people on this site who bag twin EFRs, but single EFR is most common and for good reason: excellent performance and simple to retrofit existing greddy or HKS installations. Twin IWG works better than single IWG and twin 6258s have a noticeably better throttle-link-to-boost-response than the big 9180. Its not for everyone, but we have some customers in russia, europe and japan who are now only purchasing our twin RB kits. twin EFR means no dumptube headaches and no backpressure issues choking on 0.92 we have logged on the 6258 2.8L car here but it runs well and reliably, doesnt require much oversight. the twins are almost never operating near max speed limits or emap choke points like the big singles so its not been nearly as critical as with the 9180 or 9174/8374. in terms of mass airflow rate, twin 6258s are a little bigger than a single 8374. but smaller than 9174 or 9180.

and for the record. twin EFR is really really good on RB..

Yes, 9174 supercore will be plug and play for 8374 EFR turbo. you dont need to remove the turbine housing, just loosen the cam bolts and swap supercores. let me know if you need one we have a few incoming still being tested. you will probably get some more hints at sema. The other EFRs will not change or get discontinued, they all remain relevant and have their place

yes we have all the EFR 8374 housing in stock. Which are you needing specifically? this was examined, as well as a larger 1.68 a/r. But the spool difference for flow increase was found to be negligible and BW engineering determined there was no benefit worthy of the investment

in twinscroll configuration the spool difference between 6758 and 7163 is typically 250-300rpm. in singlescroll config its more dramatic, ~400-500rpm. if you take the time to get matchbot dialed in for your setup, look at the exhaust manifold delta Pressure and that will give you a clear indication. watch the youtube videos at the bottom of the page to get started. We have a healthy supply of 7163 and happy to offer a forum discount to anyone here the question of whether it will fall over up top depends on: engine displacement engine VE max engine RPM boost level emap altitude backpressure IWG canister

the answer is "it depends" -- engine displacement, boost level, max engine rpm, VE and altitude will all have an effect on backpressure and "the numbers" both are good turbos. 7163 is typically much more popular because when run in twinscroll config - the spool is similar to 6758 with much more airflow. the mixed flow turbine wheel in the 7163 has higher strength and lower inertia than an equivalent radial turbine wheel. Interestingly the mixed flow aero did not work nearly as well when it was scaled up to the larger wheel sizes

James, the software remains unchanged for the standard ETS-Pro. The addition of wheel speed sensor hardware brings an appropriate software tweak for that version only

Hi, thank you for the feedback. We are always looking for improvement to our products and take all ideas into consideration. In fact due to customer feedback, we recently updated ETS-Pro with the option for a 2nd microprocessor board for wheelspeed inputs. this improves performance in auto mode during low traction launches. Most of our customers seem happy with the units and have not complained about this. . please answer whether the same green connector used for the other switches (image attached) is suitable for your installation?

i can guarantee that divider is going to crack off and get stuck in the turbo or in the wastegate

the older s300 8375 0.91 makes 1 bar boost around 3900-4000rpm the EFR 8374 makes 1 bar boost around 3500rpm. Considering your goal to make power to 8200rpm i think the external WG 1.05 a/r would be your best bet

Garrett's 3582R has an 82mm compressor and can reach you 400rwkw target BorgWarner 7670 is a 76mm compressor, will be out of breath at 400rwkw but may work well for 375 and quick response BorgWarner 8374 is 83mm compressor, and pumps out 400rwkw easily. Internal WG has its benefits (simplicity, cost) especially with EFR twins. But when looking to run a single at high boost and high rpm, external WG is typically more popular. it requires the gates, dumptubes, flanges/clamps etc agreed oh the horror! its so ugly i cant bear to look at it let alone drive it! hahaha spend some time with matchbot, videos at the bottom of the page explain how to use it: http://www.turbos.bwauto.com/aftermarket/matchbot.aspx

Hey guys, Our Black Friday sale starts today, lasts until friday 11/25. SR20 manifolds on blowout for $799. s200sx 7670 4" inlet $549. s300sx FMW $699. Complete Turbo kits are $500 off (coupon code: fullr@ce500). E-mail questions to [email protected] - We are a small staff here and crazy busy this week, but send an email with shipping address we'll get back to you. thanks -Geoff

The 7163 is an excellent turbo in twinscroll and singlescroll configuration. I have a few rally race customers that removed their $10k TR30R and switched to 7163 vband ewg (off the shelf) and gained performance. the 0.80 a/r twinscroll is optimal for very early spool on the 7163 but will hit an emap wall before the 0.85 singlescroll.. There is a possibility of larger A/R twinscroll housing in the future, but borgwarner moves slowly so this is wayy out. Modifying the manifold to external gate offers zero benefit, backpressure is dictated by the volute not the wg config. thanks for the heads up that our new website is missing the twinscroll 7163. we just launched this site and finding small errors all the time

Kinkstah, the turbos i posted photos of are much smaller in wheel size and airflow rate than your GTX3582 (they're much earlier spooling turbos). Keep in mind your GTX3582 has an "82mm compressor" - this is a very big singlescroll turbo considering your setup. It is comparable to an EFR8374 with "83mm compressor". I can assure you that if you tried to cram a large efr 8374 in this area you would quickly run out of room also!

Adrian, I agree this combination could work well. just make certain to get the IWG actuator and spring rate dialed for your needs. This is a critical part of optimizing performance from twinscroll IWG efr turbos Sorry I do not know yet Full-Race carries almost every variation of EFR turbo in stock - and our annual black friday sale starts next week. If youre looking to pick up a turbo, this is a good opportunity The 7064 is too small for RB26. I believe there is much more performance to be had once optimized. However your dyno chart shows only 200hp by 3500rpm - so there is likely an issue with the IWG actuator being too soft and getting blown open 7670 1.05 a/r is our #1 most popular efr turbo for a reason!

It's still hard to say. Ive got some tuners who swear by the 7064. Yet there are others who love the 7163. I think the decision ultimately depends on the boost level and max rpm for a given EMAP level. No question the 7163 will come into boost sooner, but it does have considerably higher backpressure - and the standard 7163 inlet is a 2.5" (non ported shroud) which can be prone to surge in applications with lower VE. For example YB cosworth works better on 7064 than 7163 and I suspect RB20 would be similar I have a 7670 on my daily driver 2.3L mustang ecoboost right now. It is a "small" big turbo, 2 steps larger than 7163 - and comes on around 3500rpm. However i am really tempted to try a 7064 because this 2.3L engine does not like excessive emap, nor does it rev high. I'd like to be in the power around 3000rpm and still be on a 0.92 a/r agree as long as you can keep twinscroll, either option will work well i agree. each application and driver preference is unique and we can choose the rotor/housing combination that is best fitted to the application at hand photos attached of 7163 rb25 and 7064 rb25 by all means, seal the volutes and make it a true twinscroll. Manifold has a massive difference, its not just turbo and fancy materials. Coming from a gtx3582R on a standard manifold Id expect you will gain significant lowend/midrange by using a properly sized twinscroll turbo I believe the 0.80 a/r vs 0.92 a/r is a bigger argument than 7163 vs 7064 rotor pair. It takes much more wg spring to keep the 7163 spinning up to max speed than the 7064 - due in large part to the a/r differences