taijohnsen

I don't think there is even a choice here. The 8474 should out perform the 8374 with close to identical response.

Thanks MotHot, It has been a long build, but I have enjoyed the journey for the most part Sorry for the delayed response, but the tuner took a while to get back to me with the logs. The internal power calcs of the EMtron say 350kw engine, this run was 350rwkw @ the wheels (roller)

🤣👍

The genV twin port is $500ish AUD and the std one is $300ish AUD. I managed to get the e-iwg landed from USA for $350 AUD. A bit of 3D printing and a carton of beer sorted the rest. More pics in my thread http://soarercentral.com/sc-forum/messages/263854/354587.html

The new genV turbosmart twin port is probably the way to go. It has a better lower seal and a universal joint to the wastegate actuator arm. I wasn't very impressed with the first two versions (non twin port and the first twin port) but the latest one should be good. Use a low pressure spring or it'll be too sensitive. The e-iwg cost wasn't too bad (less than the turbosmart actually), but yes, you will have to adapt it to fit and have an ecu that can drive it. Position data is nice.

Semi off topic, but Geoff. Is there any way if getting some of the EFR 3D models that I have been seeing used (SEMA shows, Papadakis exhaust manifold video etc) I have searched, but found nothing really. I have no commercial interest with it, I'd just love to print one

Hi Geoff, can you explain in more detail what did and didn't work well? Are these for the 74mm turbine? And how much would you want for one?

1) Can your ECU drive it? Spare DBW output or external h bridge driver and control strategy. 2) Do you have the space? Sticks out further 3) Price. RRP for these in Aus is $600+ just for the actuator. I designed my setup so I could revert back to pneumatic easily.

Any turbo you want complete authority over. They aren't affected my exhaust back pressure and you can run any pressure you want at any time. No minimum spring etc.

Thought this may interest some of you. 1.5J with the IWG 8374 EFR controlled my an EMtron KV8. DBW is a 68mm Bosch unit and the second DBW output is controlling an electronic wastegate actuator from the new 2020 supra (which is also a 3L motor and BW turbo) The control strategy is interesting, but seems to work well and having the actual position of the gate is pretty cool.

Not unless it's bleeding boost or compressor stalls on throttle lift off... My 7136 used to comp stall a lot, and I don't have a VL commo, so I put the 50/50 kompact shorty on it with a lighter spring. I'm not using it any more if anyone would like it. It's bronze now, not black tho...

Conical seat would be for an o-ring I would have thought... Perhaps they thought people might run a banjo fitting.. It's not that big of a deal really...

I had the dual port turbosmart bov on my 7163 to help with compressor surge on throttle lift off. No longer an issue with the 8374, so if you'd like a cheaper 2nd hand one let me know. The other main difference is adjustable spring tension for the given vacuum of the engine.

Thank you for taking the time to reply to everyone Geoff, I will double check the oil return line for possible internal deformation etc. I have taken the opportunity to upgrade to an 8374 with the 0.92 rear on it to give the motor a bit of an easier time, but would still like to see the 7163 at its limits ?

He gets the compressor inducers modified to make it sound like a T51r ..

Hi Geoff, Thank you for the reply and suggestions. The drain fitting on the turbo is a two bolt -10AN flange with an internal taper (see pic) and the hose is about 1 foot of 200 series speedflow with -10 AN 45's to a flange on the sump which have an ID of 1/2 inch.

Quick question for Geoff (or others) Have there been many oil seal failures on the EFR's? I got one of the first batches of 7163's into Australia and since day 1 it has smoked. At the time I thought it was the valve stem seals (because I did them at the same time as installing the turbo and thought i'd stuffed one) but i just had the head reconditioned properly and and after 30-60 seconds of running the turbine housing is full of fresh clean engine oil. (see pic) I suspected it may have been from high oil pressure (90ish psi cold) but I have installed a new OPR 40... The other scunge is just from a first start from a block that's been sitting for a while. I'm not sure what to do now tho New CHRA/supercore? repair? upgrade to bigger? (really wanted to see how far this little bloke could go)

lol, no. This is my 7163 on a 3.0L ?

My predicted MAP vs EMAP lolol

You are right! I thought the larger exhaust flow would outweigh the displacement growth. Here is a quick throw together from matchbot. Drive pressures are indeed high, but it still reckons there's +50hp 1000rpm sooner! (interestingly data points #5 and #6 are reversed on the turbine expansion graph..) Maps:- https://www.borgwarner.com/go/FP26ED https://www.borgwarner.com/go/QF2YVO

Cheers guys, i think I'll have to soften it up a bit as it comes on too as it sounded like it was on the brink of surge before. But if all else fails I'll probably be inheriting 'burn4005's' 8374 and let the old girl breathe a bit more..

Hi guys, Loving all the info. I have been a lurker on this thread since the very beginning and would like to hear your opinion on the setup that i have. My goad from the start was a super responsive 300rwkw on 98 octane from a 1JZ which I easily achieved with the 7163 0.80ar IWG at around 23psi and BC264 cams. It is a great little turbo, however I am still not happy with the lack of torque down low with a low compression ratio 2.5L engine pushing a heavy manual jzz30 soarer, so I have converted to the 2JZ bottom end for more natural low end torque. The turbo still had more in it before with the 1JZ hitting 130krpm at the previous power figure, and from the matchbot the EMAP vs MAP ratio was already pretty high. With the extra capacity of the 3L bottom end it's going to be an even bigger restriction and I will most likely have to taper the boost off at redline to stop overspeeding the turbo (hopefully the gate can flow enough) I know the turbo is very small for the application, but I am chasing a super responsive street setup and have no interest in big numbers, 300-350rwkw is all that I want, which the turbo can do. With all that out of the way, my question is to do with reversion. The BC264's have 10deg overlap as per the cam card, with a high EMAP engine, would this be enough to cause significant reversion and spoil the intake charge? I have adjustable cam gears, so I could close it up if necessary.