RICE RACING

Highest power I measured was ~420awkw (prob 500+ on a roller dyno to be honest) @ 7400rpm, just got sick of stuffing around with the stock motor and put a real engine into it

Used lots a dynapacks and they don't have a tire interface so obviously the numbers are always going to be high on these. Power at hubs not at 'wheels' as quoted by lots My figures well over 400 awkw (increase this by minimum 10+% to compare to a mainline roller dyno) on stock RB26 (unmolested factory engine). EFR9180 1.05AR EWG set up, the std engines. Using the ~20psi target figure referenced here its at 4700rpm using 3rd gear on road.

^ Call Geoff (FULL RACE) or send him an email, he is by far the most reputable one to ask about this in my experience.... re: FACT v's FICTION

Nice ^ A definitive 'turbine will snap off kunt at this speed' would be nice lol....... cause at the moment I am just guessing. This is the BIG limiting factor in the GTR (what this thread and site is all about), its response is homo, but its also speed limited and we are WAY WAY! off the end of their recommendation. Really funny thing is have half a dozen cars spread across all kinds of uses with customers ranging race car (not drug racer lol) to high end road cars, and all of them deliver the same performance ironically which is kind of funny! but frustrating at the same time ! Each one has its own unique limitations, some excessive mapTIP ratios others way over speed, and most specific power is average. Not saying EFR's are homo far from it! they do seem to have a good balance of response to power, but I don't have time to break the turbo's finding out what the real limits are either specifically to do with tip speeds

^ It is borderline the wrong turbo for a 2.3lt at 8+k rpm that makes 100bhp/lt/bar when set up to be responsive AND powerful. So no way in fark it will work on a decent 2JZ engine (caveat is decent, which most drifters are not lol). Personally always much better choice to use the right size turbine wheel for the job than to slap on a stupid size turbine housing. We run the 9180's way past their rated speed and not broken one, but again said it many times, you need an ECU that is 'proven' to do this in reality not on paper or the interwebz of shit that makes all the difference.

Old mate Lith and I covered it a few pages back, one thing to have XYZ psi on a dyno sheet, totally another thing to list what you have on rpm acel rate of 4000rpm/s, 2000rpm/s, 1000rpm/s. Most dyno sheets are homo for this reason alone as they do not convey what the road driving experience is like at all well. You could for argument sake make 36psi at 5200rpm, but in 1st, 2nd, 3rd, 4th gears (say 0 to 240kph) make vastly less, and unless you then have a dog box with flat shift feature then you fall off it and its Elton John Aids for all Far better to have a 800bhp engine, that needs 40psi boost, than a nugget with 'big turbo bro' and 28psi cause 1:1 PR across the head like a drag car. Guess what kunt, its not a drag car lol...... you actually want to drive it on the street or up in the mountains and have fun, not see who has the biggest pill press or meth lab.

ok well just did 12 back to back 0 to 220+kph runs, average 100kph to 200kph run listed below in ~ 5.658 seconds. Car is reliable and no one hit wonder EFR makes power to 9k rpm not a problem, should rev it harder but its not a rotary so keeping it real. Very fast car, still no need for flat shifting, which would drop a good chunk of time in my experience, may try that later on once a few hours on load are accumulated. Some logs.... Bit of boost potential left, enough turbo speed margin too,

11+ minutes on load on the EVO (66 x 10 second homo 'passes' LOL) on 19 hours and 50 minutes to go. We increased the performance even more, logs in next few days time permitting, maybe even a video Overall the EFR9174IWG and complete kit from Full Race (thanks Geoff) is a great balance of response and power. Can run 'Full Race Boost' with no tappering to 9000rpm (up to ~40psi gauge pressure).

100-200 in 5.832 seconds, normal gear shifting.

No flat shift, 100kph to 200kph run on 3300mB, Did multiples of these tests one after the other, going strong

This is the animal

Current running for the nerds out there? Bleed about 10% out wg, PR ~ 4.2:1 ~74lb/hour flow ~108k rpm 900 egt, TEP, TIP will keep to our selves see who can work it out lol...... Engine makes around 750bhp based off the performance listed, or around 14 million rwkw on lebtechomodynamics depending on tires + tie down methods + kebabs consumed

Fixed the miss fire, made it faster than the Datsun, still got some boost left too 100-150kph ~1.91 seconds

EVO, old mate ran them at stock gap from what I can tell in picture though.

Another interim update of the performance relative to the 'big block' Datsun :) Sorting through a few items however got the same power and speed on lower boost today with some more tweaking, adjusting each cylinder to optimum... anyway here is previous days with slight miss fire *excuses!* will optimize some more. Just need to find some spare time to run at the test track and pump it up to 3600mB

Time to unlock the 'high boost' Comparison to the RX7 below (both in 3rd gear) Evo had some traction issues though ! Got the response good now after lots of fundamental checking of the ideal cam advance on the MIVEK.

EVO has wheel spin on all 4 in 3rd gear with 3200mB, customer happy, lucky have GPS based traction control, time to activate it

Got her to 3150mB just now, TIP to the moon though.... and starting to see saturation of performance relative to MAP increase, 100-150 in ~2.3 seconds, take a bit of time now to view all info and see just how hard to push this, but looks like turbine/housing combo is just a bit too small for this engine. Stock one above 100-200 in 14.9 seconds, this under 6.9 seconds with gentle gear shift 3rd to 4th.

Refinement of MIVEC (Inlet cam timing) on exact same map level (2850mB) 100-150kph 3rd gear in ~2.487 seconds ! and smoothed out the PD control of the boost too, tricky.

Base line run on the EVO9, needs some massaging, lets see.

Did quick comparison the R34 (OS315 EFR9180 EWG) and the EVO is much more responsive and lower TIP, both cars ironically are exactly same rpm and vehicle speed in 2nd gear transient test. The 2.3L 4cyl just shits on the inline 3.15L 6cyl in this department as expected. As balance of response to ultimate power this IWG 9174 on the 4cyl looks like it will place 2nd out of the three cars, the RX7 13B being the king of response (9180 IWG) and just the ultimate set up. It makes so much power that the twin plate had to get changed out for a bespoke ATS semi carbon unit a few weeks back. Back to the EVO still have to sort out the MIVEC to get low end as good as it can be and then go to turbo limits and will put up some info to share showing the only thing that is important being the performance, should be fast, lets see.

Well did a run to 8400rpm and low map of 2850mB and the TIP is already too high, don't see it getting better in my experience Don't want to throw it under the bus just yet but have my doubts about this smaller 74 turbine wheel based off what I have seen so far, TEP is low so there is no significant restriction post turbine, looks like homo spec :(

Finally got the EVO9 up and running on the 9174 IWG. Working through system checks and then be ready to run another EFR off the end of its rated maximum speed limits :) lets see how she goes !

Though I would put together a little bit of real knowledge gained over the years, this is but a small sample I have (know a bit about rotaries lol).... lots of it is pertinent to any engine really though, specially those piston engine types who try to imitate rotary idle characteristics with big cams :) Some of it is of relevance in that you can go 'too big' and end up with an engine that is overly sensitive to map/tip ratio, also one that is peaky and generally a shitbox overall in every category, narrow power band, excessive fuel use, not as drivable etc.

?On the 2.8lt I will be interested to see what the boost is like on gears 1-4 on re application of the throttle.