[Closed] Borg Warner Efr Series Turbos

[Full-Race Geoff]

Someone over here in WA just finished their RB30 with EFR8374...

Apparently went 470-480rwhp on a dyno dynamics on at 1.5bar on pump 98. Full boost at 3500rpm

he is pleased with the initial result, but looking forward to some track time to truly evaluate the setup... compared to the -5s he ran previously

[Full-Race Geoff]

madevelopments in the UK just finished up this 2.2L evo, 98ron pumpgas, EFR 9180 1.05 a/r @ only 1.4bar boost:

also one of the R34 GTR's i mentioned previously will be dyno tuned next week. RB28 with twin EFR 6758:

[Piggaz]

Those 6758's look like a physically large turbo.

Please post results of that thing as soon as you have a graph please ,Geoff.

[Joshbigt62r]

I agree the 6758's look like quite largish frame turbo's when comparing to the baby framed -7/9/5's and 10's. Obviously the 6758's also make more power than the good "OLD" GARRETTS though also.

The compressor covers look so busy with all thd gadgets as well. Personally I really dont see the point in going twin 6758's with sll the extra custom piping and what not when you can keep it simple and go a 9180.

Josh

[NismoSTune]

Geoff, I see both boost controllers are connected but in reality only one will be in use and T'd to both turbos correct?

I could be wrong but they look fairly larger than the 6258, more than I would have thought anyway! I would have seen the 67s do nicely on a 30 (or even stroked 30) but does he expect some lag/high rpm kind of power? What's his expectations? 750-800whp?

Is that the car going to WTAC? Or is this another?

Edited October 5, 2013 by NismoSTune

[Full-Race Geoff]

Those 6758's look like a physically large turbo.

Please post results of that thing as soon as you have a graph please ,Geoff.

diameter wise - the EFR's use relative large a/r compressor housings with the integrated BOV so its bigger dia than the garretts youre used to seeing

lengthwise - the EFR's are long, due to the high-flow aerodynamic IWG port and long bearing (overbuilt):

i will share results when they're finished, however just got a text message their AEM V2 ecu crapped out and they have to send it back. Next day air commencing today... hes pissed but hoping to get it back early next week.

Geoff, I see both boost controllers are connected but in reality only one will be in use and T'd to both turbos correct?

I could be wrong but they look fairly larger than the 6258, more than I would have thought anyway! I would have seen the 67s do nicely on a 30 (or even stroked 30) but does he expect some lag/high rpm kind of power? What's his expectations? 750-800whp?

Is that the car going to WTAC? Or is this another?

you can run (1) or (2) BCSV's, ive been told by BW it makes no difference. However I was recently talking to some experienced drag racer friends they tell me it works best when seperate BCSV's are used... so i dont know which is best yet but as more cars come together we will have answers

the 6758s are identical housings and dimensions to 6258, the only difference is the larger compressor wheel size. Truthfully, I prefer the twin 6258's on RB engines - i think thats a perfect compliment and balance between spool and power. The 6758 will make more power, he wants 800+whp (street drag racer) so 6258 was a touch too small.

BTW - this is not 9krpm/danh tran's twin 6758 WTAC car, although they are getting close:

I agree the 6758's look like quite largish frame turbo's when comparing to the baby framed -7/9/5's and 10's. Obviously the 6758's also make more power than the good "OLD" GARRETTS though also.

The compressor covers look so busy with all thd gadgets as well. Personally I really dont see the point in going twin 6758's with sll the extra custom piping and what not when you can keep it simple and go a 9180.

Josh

Im a single turbo guy too - probably never see twins on my RB26... but theres no denying that these twins have lower inertia, so can spool a little earlier and flow more @ 53lb/min so can make a little more power than the 9180.

Edited October 5, 2013 by Full-Race Geoff

[NismoSTune]

diameter wise - the EFR's use relative large a/r compressor housings with the integrated BOV so its bigger dia than the garretts youre used to seeing

lengthwise - the EFR's are long, due to the high-flow aerodynamic IWG port and long bearing (overbuilt):

i will share results when they're finished, however just got a text message their AEM V2 ecu crapped out and they have to send it back. Next day air commencing today... hes pissed but hoping to get it back early next week.

you can run (1) or (2) BCSV's, ive been told by BW it makes no difference. However I was recently talking to some experienced drag racer friends they tell me it works best when seperate BCSV's are used... so i dont know which is best yet but as more cars come together we will have answers

AEM!!! urgh. Why not pectel sq6?

Then again I run a vipec lmao.

dual boost controllers eh? is there no chance of having one lead/lag and causing issues? I'd imagine its 1 more thing that can go wrong but I don't know.

theyd be wrired in parallel or series?

[reaper]

What do you guys recommend for an rb26 with vcam? I am tossing up between a .92 iwg setup or a 1.05 ewg setup with twin 44mm gates.

Car will be running e85 and I eventually plan on going a 2.8L bottom end but for now im after something that will come up to 20-25psi of boost around 4k

I am leaning towards the 1.05 ewg twin 44mm gate setup as I think vcam will be able to bring it on early enough but interested to hear what you guys think?

Thanks,
Brett

Edited October 5, 2013 by reaper

[GTScotT]

1.05 7670

[reaper]

1.05 7670

Sorry I should have specified. I'm aiming for the 400-450awkw mark on 25 psi and would eventually like to see 500awkw on 30 psi so I was looking at the 8374's

[GTScotT]

bit of a catch 22 in my eyes...

the 7670 is more likely meet your spool expectations but will probably max out by 450kw.

the 8374 is likely to exceed 500kw but I am skeptical that you would have it all in by 4k.

[Lithium]

Agreed. I reckon the EFR7670 is going to be pushing it to even break 400kw,depen on dyno... And EFR8374 will need more time to spool than that

[reaper]

Hmm maybe I am being a little unrealistic. The video of the full race r14 seemed like it was on full song around the 4500 mark with an 8374 and 1.05 rear. I figured with vcam id be able to fatten up the mid range a little and get it on a little quicker.

What should I be expecting in terms of response?

Obviously the .92 iwg 8374 would be the more responsive one but i'm a little worried it wont make 500awkw on 2 bar

Just need to find a happy medium I guess but it'll definitely need to be one of the 8374's to reach the peak power I want

Edited October 6, 2013 by reaper

[Full-Race Geoff]

8374 is what you want. it comes on hard around 3600rpm and full boost above 4k+ rpm. That is a great turbo for the RB26.

chris on here runs the 0.92 8374 on an RB30 if you would like to compare his results, i think lith posted the chart recently. i liked the 1.05 i ran also, since youre on e85 and can run some boost the 1.05 might be a better choice... but the simplicity of the 0.92 IWG is really nice

edit: 7670 is too small for rb26. works great on rb25 tho

Edited October 6, 2013 by Full-Race Geoff

[reaper]

What difference in spool are you seeing between the .92 and the 1.05 Geoff? I do like the simplicity of an iwg setup however im a little worried the .92 will become a restriction before I hit my target.

Thanks for your help.

- Brett

[GTScotT]

Are there any 7064 and 7670 .83 T3 results available? Preferably on 2L motors.

Google tells me people either have larger EFR's with the .83 open or twin scrolls on the smaller ones. I am specifically considering T3 framed turbos ONLY at this stage.

[Full-Race Geoff]

What difference in spool are you seeing between the .92 and the 1.05 Geoff? I do like the simplicity of an iwg setup however im a little worried the .92 will become a restriction before I hit my target.

Thanks for your help.

- Brett

Im not a good enough driver to notice or appreciate the change in response that shows up in the lab. EFR's spool so fast it sorta feels the same to me. On the dyno it really doesnt show a big difference in spool, maybe 100-150rpm? driving the car its also not a huge issue. The performance of these is a drastic improvement compared to the traditional turbos we're accustomed to

The real decision maker - is what are your power/boost targets and whether you want IWG or EWG? the 1.05 can carry boost up top, in the high RPMs whereas the 0.92 a/r does great on an rb26 under 2bar but the a/r gets too small after 28-30++psi..

Are there any 7064 and 7670 .83 T3 results available? Preferably on 2L motors.

Google tells me people either have larger EFR's with the .83 open or twin scrolls on the smaller ones. I am specifically considering T3 framed turbos ONLY at this stage.

we've done a lot of 7064 and 7670 on the T3 - mostly with Honda VTEC engines like K20 and K24. These have higher ve and rpm range than most, what engine are you asking about, RB20?

Edited October 7, 2013 by Full-Race Geoff

[WMDC35]

How is the EFR8374 with the t3 housing?

[GTScotT]

It would be for my built SR. Is cammed and forged. Ideally I want to see 500whp when pushed, am not sure the 7064 will get there despite the compressors advertised flow.

Yet I am also worried the 7670 might not have enough poke down low.

[Full-Race Geoff]

How is the EFR8374 with the t3 housing?

great turbo, there was a 2JZGTE with this turbo on the cover of dsport 2 months ago.. since the cylinder pairing is not sensitive we've seen it used on some interesting applications with great results, such as a 5 cyl 2.5L and the audi/lambo V10 (in twins)

It would be for my built SR. Is cammed and forged. Ideally I want to see 500whp when pushed, am not sure the 7064 will get there despite the compressors advertised flow.

Yet I am also worried the 7670 might not have enough poke down low.

for 500whp, go with the EFR7670. If you want some balls down low make sure its twinscroll config that turbo does not disappoint!!

Edited October 7, 2013 by Full-Race Geoff