Piggaz

Wouldn't where you change be dictated by your power curve? What rpm do you nose over at?

Geoff, can you confirm any sort of update with the 8374. I haven't seen any "update/gen2/revised" from the get go? What exactly has been "updated"?

Brand new? The EFR range is almost 7 years old now.

Ain't no 26's around. Haha

Didn't really mention my car at all. Im back on Tuesday.

Won't fit with v cam being used. Not a big fan of them anyway TBH.

Nah. the world record car was on a hoist. There was a 32 without an engine and box in it. Heaps of finished engines all wrapped up.

I escaped without spending any money! Lol

So, I went here today.

Have you seen the dyno graphs floating around for these Tomei turds? They're absolute garbage. I'd rather spend money out of my own pocket than run free snails which are garbage.

No. Only the cam gears. Rest would be in a for sale thread on SAU.

Because twins? ?

There is very few Jap things on my car. Only Tomei thing is the stroker kit. IF it fails again I'll go bigger! Tomei turbo's won't find themselves on my car, however. First reason. They're twins. Second reason, they're journal bearing shit. Thirds reason, they're twins. ?

Tomei arms. Best place for them is the bin. Not sure why that shit is my build thread, but anyway. Haha

Double post

A car set up for and running an open T4 turbo from the brand they are dealers for (Precision) then they get a divided T4 turbo and put it on the same open manifold, somehow that turbo still makes >700whp and spools better than the Precision despite god knows what awesome stuff happens when the gases suddenly meet a brick shaped fork in it's path. Somewhat BS comparison.

Prob needs to be factored in with cam duration and a decent rear housing!

I suppose it depends on what dyno you throw it onto. What would be good is to see the exhaust gas pressure difference between a 0.92 and 1.05. You have a 79 lb/min turbo. Why choke it with a small ass end? Let it breathe!!!!! In AND out! For the record, the 1.05 AR ain't laggy AT ALL, especially if you have pulled off/come from "responsive twins" ?. Don't let the number scare you away.

Well that's a IWG version only (0.92). 1.05 and 1.45 ass ends are external gate which would make them the same cost to setup as choosing another brand (with however you decide to set it up).

6 boost manifold = $1,300 ish Fullrace manifold = ALOT more, depending on exchange rates. Twin 38 or 44 mm gates, $450 ish each. Depening on how you set up boost control. 1x3 port MAC valves or as crazy as 2 X 4 port MAC valves = $120 - $360 depending on which way you want to go. Braided lines (you'd have to have rocks in your head to run rubber). This ain't cheap. Well over $1,000 here in lines and fittings. Gets a bit out of hand when running lines to the top and bottom of the diaphragm with duel 4 port MAC valves. Water and oil lines = Not quite sure. Haven't added that up. IWG EFR would be a fair bit cheaper. No gates and not as much plumbing pain with the lines. No fab work with plumbing the gate pipes back in. That itself is an expansive exercise.

Not sure what to make of the 9174. It might be a bit of a 2871 thing going on. Too much compressor, not enough turbine.

http://www.speedhunters.com/2015/06/a-skyline-gt-r-tuning-revolution/ link to the the car above

Pretty crazy 34 that. Exhaust straight out under the passenger door! It had a T51 on it before the 9180.

The EFR's cost a little bit more. Everyone bangs on about "light weight billet compressors" in the front.... But what happens when you take out half the weight of the other side of the wheels (turbos have two sides, seems a lot forgot this with ERR MAA GAWD.. Shiney compressor). It can't be a bad thing, right? The people that have put on and running EFR's all say the same thing. Transient response is greatly improved, on much earlier. Transient reaponse isn't something that shows up on a dyno though. There is a particular S2000 at the shop that will be tuning my car. They were running a 6466 and now a 9180. Turn two at Eastern Creek they would have to use second gear with the 6466 but with the 9180 they now use third. The 6466 is, a smaller turbo but the 9180 is on earlier. Makes you wonder huh? There is a back to back I posted in the EFR thread between a 3582 vs 8374 on a larger BMW engine. GTX off EFR on. EFR made more midrange and the same top end. For the sake of a back to back, there will be one between a 6266 0.84 and a 8374 1.05 on a 3.2/Vcam. This will happen early next year. The tuner has said that he could go to a 9180 and not lose anything down low to the 6266, however low end grunt is the goal so a 8374 has been chosen.

Considered an EFR 8374?