Lithium

Oh yeah, for sure... for the OP that definitely makes sense - but given the original question was asked 4 years ago so I was talking more generally

These days I would expect most ECUs do at least as good a job, have the ability to set other rules to decide how to manage boost control, and various inputs can be used if "on the fly" adjustments are needed - so really I'd not bother with any of them, or upgrade engine management and profit from having generally much better all kinds of stuff as a result.

Good read, albeit clearly telling a story of ups and downs for yourself. The new tuner/setup sounds like it was worth the investment - though as much as I am more of a Link fan than a Haltech one, the upgrade is a bit of a sideways step... is there a specific reason for going the Link? One of the places the Haltech does have an edge over the Links is that they support a higher sampling rate from digital inputs, so running a turbine speed sensor on a Link is a bit of a PITA. You'll need to do some wiring or use a digital->analog signal converter to make sense of the signal from the TSS. A mate has a built RB26/EFR9180 combo going on the dyno in the next day or so before being sent over to Oz for WTAC, they aren't going to go "full send" as its a drift car being built at the last minute - but I'll share some results if appropriate.

Can definitely vouch, the car in the post I quoted above from August uses one of these kits - among plenty of others I know of or have tuned myself. A crank trigger is obviously the penultimate but these have proven more than sufficient and the ease of installation and being a fraction of the price are pretty hard to overlook

There wasn't anything put in there to make it seem like a joke otherwise I would had just lolled. No worries about my level of calm, I just don't like seeing bad advice being left unquestioned... if it wasn't clear to me as a joke then it may not be to others so had to make it clear that it's very wrong - joke or otherwise. I have no idea what that last line is about, but you appear to be confusing me with someone else. I have opinions and friends have opinions, they sometimes overlap and sometimes they don't - whatever you are talking about there is nothing to do with me.

Also Dose Pipe Sutututu: (note, this is not a BW) Overspeeding and compressor surge at high wheel speeds are both things known to break turbos since god knows when - they are why blow off valves exist, and why compressor maps are done with a cut off point which is earlier than where the flow completely chokes. These phenomenon have been recommended to avoid since they have been breaking turbos since WAY before EFRs existed, and have broken pleeeenty of non-EFRs since well after they were released. Telling people that it is only an issue for EFRs is pretty bullshit advice for people you are giving it to, and also a pretty major exaggeration of the fragility of EFRs.

Hi man, any updates? Picked up/driven the car yet? Keen to hear how this is in the real world

Oh very nice, that sounds like a VERY potent combo in the making!

Going by the posts from various dealers they are selling pretty quickly, I am pretty excited to hear how they go as they are the most interesting turbo released by Garrett in AGES imho.

That's pretty impressive, all things considered! The actual 7685 will make things rather interesting

What did you make with the "7675" again?

A mate is going to be trying a Gen2 GTX3076R with 1.01a/r hotside and a G-series turbo for comparisons sake, not 100% sure which but it seems like it could end up being a G30-770 with .83a/r hotside (most similar flow rating to the 1.01 GT30) on a built SR20VE. That should be a relatively interesting comparison.

Even though the more data etc I've seen it turns out there is a heap of misinfo on this (I'd been sucked in, too), it seems very much this isn't like that at all. The overspeed data is all to do with the compressor, nothing to do with the turbine - if people have spat turbines then they have REALLY overdone it, probably due to some other issue. Some cases I've seen have even turned out to be to do with oil starvation f**king the core and everything else being punished for it. I love the idea of the new G-series range but the fact that there are hopes that they will compete with the OG EFR range, and now there is a new series of EFRs which have really stepped it up there are some G-series which could possibly prove to be too little - too late. Look forward to seeing how they perform though as there are some really interesting units in the range, if they aren't a lot laggier than their wheel sizes would have you expect then they could mix things up a fair bit.

Only just spotted this, nice build and some cool data - been looking at the 61mm SX-E thinking that it would be a nice match to an RB30, doesn't look bad. Shame about the leak when it was tuned, it would obviously mess with the overlay a bit - both in terms of lag and power but clearly the EFR is a better turbo overall.

Double edged sword of course, if the boost reduces then the EMAP needs to drop even more to maintain the same IMAP/EMAP ratio. Anyway yeah, I agree overall with the sentiment and in this situation I'd just "feed it to it" in the midrange and bleed off boost up high and have a low revving torque monster.

Looks like the G30s are coming, now.... https://www.garrettmotion.com/racing-and-performance/performance-catalog/turbo/g-series-g30-770/

Awesome, nice work - that is REAL promising Pretty amazing you could get to 470kw at around 114,000rpm with a leak like that - not to mention the spool not sounding that bad considering. Also if it was able to do that with that kind of leak it makes it seem like the hotside will not be any real restriction, if all the air that's being moved actually gets into the engine then the hotside will have to work WAY less. You'll probably get significant gains everywhere, even psi for psi. This is going to be a beast, good luck for next week!

Any updates?

Nitto do a standard stroke full counter crank, may as well do that if you want to swing that way. They have 75.7mm as an option as well

Cool, good luck - that 700whp target should get royally smashed if you end up spinning the turbo as hard as you were with the leak, hopefully a spool improvement too

Doesn't look like the bigger ones are going to be exactly bargain prices https://www.ebay.com.au/itm/Turbo-Charger-Garrett-G30-900-0-61a-r-62mm-55mm-Reverse-V-Band-V-Band-/323866714212 https://www.ebay.com.au/itm/Turbo-Charger-Garrett-G35-1050-0-61a-r-68mm-62mm-Reverse-V-Band-V-Band-/323866713916

That's great news! Just think how many people with similar issues could have ended up just moving on and thinking that is how the setup is meant to perform without realising it could perform overall much better? It happens a lot, shows the worth of having good data and paying attention to what it's saying nice work finding the issue ! Knowing the issue actually makes the result so far pretty impressive, this is probably going to be a different beast next time it meets the Dyno - when is that likely to happen?

Actually not quite sure on your angle here. Maybe I need to be more drunk for this to make sense? ?

And I'm assuming that's with a reasonably sensible base pressure? It is definitely adding up that the turbo is starting to work quite hard, like what the wheel speed is indicating. There is a pressure source on the EFR compressor housing, at the very least I'd try and find out what pressure is being hit there and if you're seeing a suspicious pressure drop between there and the intake manifold. Just for sport I'll bet 25 internet points that there is a significant discrepancy there. What does the power curve look like?

The tricky thing with hot intake temps is with some of the really good intercoolers these days I've actually seen people "off the map" and still have reasonable intake temperatures, so you can't actually be sure that is the issue.... pre-intercooler temps will tell a clearer story there. I'm betting that exhaust manifold pressure is going up big-time, and it's part of why I asked about the boost control. At the moment it seems a lot like either the engine isn't converting the airflow into power well, or the airflow is being lost somewhere - like a boost leak or something (as is a recurring theme in the line of questions). This is one of those cases when an airflow meter is handy haha, but with the wheel speeds being mentioned it seems a lot like the turbo is working hard. I suppose there are two other options which could cause this kind of thing, if there is an intake restriction pre- or post- turbo - like if someone left a rag in the intercooler or something when things were being changed over.... that would mean you wouldn't see a leak, but it would boost the pressure ratio across the turbo HEAPS but you wouldn't see that pressure at the intake manifold. Temperature and/or pressure at the compressor outlet may help build a better picture. I'd be wary of pushing it much harder without getting to the bottom of what is going on, as it seems like the turbo speed is probably configured right it means a lot like something isn't performing correctly and it's costing power, probably spool, and could compromise reliability too.