Full-Race Geoff

glad to hear everything is running and you enjoy the setup. a few things to look at: -This 76mm EFR should come in much faster than the 84mm T04Z, according to the chart: 200tq @4200rpm your spool is a bit later than we are used to seeing (but the run started later than usual). Start by searching for some boost leaks (couplers, leaky IC core, cracked intake manifold, bad TB seals, bad injector oring seats) or possible pre-turbo exhaust leaks . -wg spring - go slightly stiffer should give a nice bump in low end, 7psi is a soft spring -i expect 3.5" exhaust would not gain anything at this power level

yes, the inlet flange is the same for these EFR7163 vband housings as for the Tial gt28-30-35 vband housings

the 7163 is borg warner's latest EFR release for 2014. It is based on the B1 frame, so it shares identical outer dimensions (silhouette) with the 6258 and 6758 turbos. Some unique features that set this apart from the other EFR's are that it uses a lightweight alloy bearing housing (watercooling mandatory), mixed flow turbine wheel (MFT) and aggressive compressor wheel blade aero which supports up to 60lb/min max compressor flow rate, with a broad surge margin - biased towards midrange/lowend torque and spool/response. The 7163's are not yet listed on our site, because demand has been very high and supply is low (BW is shipping slowly, but they are shipping) Details will be listed on F-R.com sometime later this month... after PRI and once BW is on track with production. The (4) turbine housing options and variations of 7163 are: -T25 inlet/vband outlet IWG 0.85 A/R singlescroll -Vband inlet/outlet IWG 0.85 A/R singlescroll -Vband inlet/outlet EWG 0.85 A/R singlescroll (im dying to run 2x on an R35) -T4 twinscroll IWG 0.80 A/R

the turbosmart IWG uses very large coil-springs (looks like an EWG inside) and is currently available as single port only. dual port is being shown at PRI next week. im impressed thus far if you are used to upgraded twins, the twinscroll EFR8374 gives up nothing. For your 400kw target it is easily achieved with conservative tuning and moderate boost. The 0.92 a/r nor the internal WG will present any restriction at this power level. EFR turbos are far from lazy or laggy *as long as its a proper twinscroll divided manifold* and the turbo should be 'on' by 3500rpm, full boost by 3600. this is still my all time favorite single-turbo that ive run on my personal rb26. the new EFR7163 is a B1 frame only. Borg Warner is also releasing a new 0.80 TS T4 housing, specifically to fit the B1 size hub socket (behind the turbine wheel). this hub socket is much smaller than B2 size, so they are not cross-compatible I initially made the same assumption, until they showed me in the lab that twinscroll absolutely does work with mixed flow! on our 3.5L ecoboost v6 ford engine, the twinscroll 7163 gets 20psi right around 2000rpm! thats just nutty... and hence why im dying to try the 7163 twinscroll on my 2.0L evo in a couple months

Chris - i just began testing the turbosmart IWG on a built subaru with EFR 7670 0.92 that couldnt hold more than 26-27psi previously -- the turbosmart worked perfectly with their high boost 26psi spring. Look at the bottom of each chart, to see wg duty maps: 22psi: 25 psi i know what i will be trying next on my RB26 0.92 8374 1.05 is far from laggy! 1bar boost by 3500rpm and still north of 700hp, its my favorite turbo ive had on my RB26 so far the iwg is not what limits top end power, its the turbine housing A/R ratio the EWG will not change drive pressure ratios, since there is no change to a/r

thats a solid kit, i run it on my 2.0L evo8. Most people love the 7670 twinscroll kits since it spools similar to a stock 9 turbo but makes gobs more power everywhere else. If youre wanting something smaller than 7670 with quickest possible response and 300+kw --> twinscroll 7163 top mount is my recommendation. After christmas Im planning to switch my evo from 8374 to 7163, should be spool monster status with great response. -if it's true somebody said that at Garrett.. they should fact check All indycars use off-the-shelf EFR wheels. Gamma-ti turbine and FMW compressor wheels are unchanged, literally *off-the-shelf*. they dont put heavy inconel wheels in the indycars thats idiotic to suggest since the primary reason those cars use these turbos is the lightweight turbine wheel -7064 is available with 0.92 or 1.05 a/r, both of which have much more exhaust flow capacity than the 7163. if an application is backpressure limited this turbo has the upper hand -Conversely the 7163 has a higher performing turbine and compressor pair, but with 0.80 twinscroll it seems to me more of a spool-monster going than a topend target.. in order to maxx out 60lb/min topend flow rates on the 7163, i think the 0.85 a/r singlescroll will be the choice -i can confirm one OE is very interested in using the twinscroll 7163 on a high power v6 engine. our f150 results have been watched closely but the single turbo on a v6 combination presents additional manifold/piping and heat protection measures that adds cost compared to 2 cheap twins on an integrated manifold... so twin turbo still seems to be the way forwards for the v6 and v8 engines but there is a big future ahead for turbocharging technology. the 7163 comp map and turbine parameters were recently uploaded to matchbot: http://www.turbodriven.com/en/performanceturbos/matchbot.aspx also a brief video from SEMA 2 weeks ago talking about the features, showing the wheels and the vband iwg 7163 turbo, etc : http://www.youtube.com/watch?v=EIHQDw0mBV0

sorry, we were away at SEMA. been getting caught up, Ill make sure you get a response on monday. In my opinion, the best way to use any of the EFR turbos is with a twinscroll manifold. The new "G housing" is 0.80 a/r twinscroll IWG B1 frame and available for 7163 first then 6758 and 6258. Of course if youre on a tight budget and wanted to use an off-the-shelf manifold, either t25 or t3 adaptors/flanges could be used or welded on to either side to make it all work

an RB20 would absolutely rock with the EFR6258. it would feel like an rb26 with good turbos ha

nice! which turbo did you get? give us a call when it comes time to order the manifold & WG's

in that photo, I agree - the new EFR7163 singlescroll EWG vband inlet/outlet is your best option. we have a very small amount of these coming in over the next 2 weeks that's exactly what ive been suggesting for you to do... I think weve been talking for close to 6-7+ years now, starting at that evo forum reminiscing with Khiem about NS111 9 blade turbines ... this would finally be the "magic" spec youve been waiting on. no BS i have never told you to buy any turbo before, this is the one for you. we have even less of these twinscroll 7163s coming in than singlescrolls, but there will be a couple sorry to hear bud we were rooting for you. hope you can get it sorted before too long i always used 3.5" exhaust on my rb26. competing in street tire class, which requires a catalytic converter meant 3" would be too small. 4" is a bit too heavy and much louder plus it doesnt provide much power gains over 3.5" for the power range im interested in

so jealous you got to attend!! great showing all around, proving the EFR turbos on multiple vehicles in competition. EFR9180 turbos were used by PRO class 1st and 3rd places Tilton and Nemo. Open class we had 2nd and 4th places on EFR8374 (vsport evoX and nik kalis evo 9) and 1st place BC racing r32 GTR used ETS-pro. also noteworthy is 1st place for clubsport FWD with EFR6258 on Judas Jones' colt ralliart, prepped by Todd Munkman. he wrote to me "Turbo wise, it's epic. Power comes on hard and spools quite well for such a tiny engine. Running boost by gear so gate pressure (15psi) in first and second, 29psi in 3rd-5th." i agree, t4 twinscroll is the best configuration for the larger B2 EFR turbos. however some people want to keep their existing undivided setups so we offer both. they can always swap the turbine housing/manifold later on to a divided to get the twinscroll torque curve & midrange power for 350whp / 260wkw up to 7000rpm on a 2L engine-- i agree the EFR 6758 is a perfect match. In undivided config it's extremely simple to plumb if you have an existing manifold The new 7163 T4 twinscroll turbo is very impressive, although it is larger than your stated airflow requirements. it is available as 0.85 a/r singlescroll (iwg T25, iwg vband or ewg vband) and the 0.80 twinscroll T4 IWG. 7163 production is going on right now. We are not going to list them on our site until the reservation lists are filled (too many phone calls about them as it is), people on our reservation lists will be getting the turbos first, if you want to put your name down it doesnt cost anything we will contact you once they become available with an option to buy. thanks everyone for your patience still a few weeks away but its happening thanks for that link, i remember speaking with Scott (tuner) when they did that setup, he was over the moon with it. Now hes dying to try a 7163 on there next we try to keep organized and detailed records, that way when an estimate is emailed or an order is placed there are no mistakes or confusions. Very important especially when shiping to the other side of the planet.. although with a screen name like "skepticism" i thought this was a perfectly appropriate post if youre interested in the 7163 we will have details at the end of this week, pricing and availability. with regards to your gtx3071 it was on a .63 where our test was .82 a/r (for the sake of comparison to the EFR's .83 a/r) I would expect the 7163 to have full boost long before 4000rpm. also most of the t4 twinscroll EFR turbos like 7064 or 7670 should also acheive that. The singlescroll might do it but it would be close typically the length of the IWG turbos is not what makes them hard to fit - its the actuator and bracket (which we have a few ways to work around it). For street cars its worth the effort required to design manifolds/DPs which utilize the IWG, although EWG does make fitting on traditional kits very simple. we are happy to suit either option

We can do the EFR7670 and EFR8374 with T3 EWG housing. We've found that on a 2L engine the singlescroll T3 7670 EWG can hit 1bar around 3600rpm, compared to a GTX3071R singlescroll T3 which sees 1 bar around 4400rpm 7670 T3 EWG: 8374 T3 EWG: you're correct - everyone asks for stuff that isnt produced (welcome to the world of aftermarket performance LOL). we do the best we can to bring top shelf turbos and innovative housing/manifold combinations to the market. I believe IWG and twinscroll are 2 features not to be overlooked, but for guys who are unwilling want to change their manifold or setup its a non starter. Of course they can run their setup 'as-is' with a T3-EWG housing and upgrade to a twinscroll turbine housing + manifold later on correct - the T3 ewg EFR's will still work on most existing setups intended for GT or otherwise: that ridiculous, unless its being shipped to some strange corner of the globe. We sell a lot of bw turbos to Aus/NZ, nobody would ever pay 420 to ship a single turbocharger. we're not a huge company, we dont sell thousands of items on ebay but we charge the same that Fedex charges us. we recently shipped a couple manifolds and turbos to Nemo-Racing.com and that was up there. shipping is not cheap these days EFR 7064 runs out of breath around 480-500whp depending on what engine it's attached to. It's compressor is a bit too small for a 560hp target. EFR7670 is the clear choice for the 550+whp range (I dont think of it as a 600+whp turbo) i disagree. With a twinscroll EFR and 0.92 a/r you get some serious bang for the buck and wont have to buy the following items: (2) wastegates (600-700$) (2) dumptubes/clamps/flanges/vbands (250-400$) BOV (250-280$) BCSV (50$)

photo of an EWG 7163 that we converted to T3 installed on the manifold. you can see the sideview profile of the turbine discharge trumpet

all external-WG EFR turbos (1.05 a/r T4 also) have that nice velocity stack "trumpet" machined into the outlet like that. That bung you see was part of the prototype housings. it was used to record preturbine 'EMAP' to determine the optimal A/R size for the production housings that photo is a 7163 vband EWG prototype housing for use on an R35 GTR high power build. Weve done the same to T25 also, in fact recently did it for the Modified Magazine Time attack S2000 build. ill try and grab a photo later today of this housing conversion for you

no problem, here is an external photo of this procedure done properly. ill try and get an internal photo next time we do one.. spend some time with the die grinder

the Twin Scroll T4 housing will be available for the 7163 starting in approximately 3 weeks... thats what you want to run. heaps of grunt and still 60lb/min top end flow capability to support your 26psi target boost level the 7163 is very impressive - we consider it to be the ultimate 500hp turbo. It's unique MFT (mixed flow turbine) wheel allows much more exhaust flow for a given wheel size and inertia, the on-engine performance is nothing to scoff at. If you wanted a T3 twinscroll, or a T3 singlescroll for that matter -- remember EFR's all use stainless housings so its easy to weld on top of the T4 or T25 housing -- a T3 flange and make it work. weve done this more than a few times now some of the WTAC cars running EFR turbos: vsport evoX -- EFR 8374 nik kalis evo 9 -- EFR 8374 Nemo evo 9 -- EFR 9180 Tilton evo 8 -- EFR9180 john bright R32 GTR-- EFR 6258 x2 Danh Tranh R32 GTR-- EFR 6758 x2 Ric Shaw FD RX7 -- EFR 8374 judas jones ralliart colt -- EFR 6258 ----------------------------- FXMD NSX -- EFR 9180 (unable to make it to wtac2013) Sierra Sierra -- EFR 9180 (retired) that thing is absolutely insane, twin EFR 6758s in the oem mercedes turbofold (integrated manifold/turbine housing)

Yes, all Indycar teams were mandated to run twin 6758's next year, in order to make things more consistent between the engine manufacturers on the different tracks... as a result we finally have the EFR9180s in stock in fact Tilton Interiors time attack evo just got theirs in time for wtac adrian, you are correct the OEM business for turbochargers is the reason BW invested in the EFR program. They are developing technologies for racing in order to sell turbos of tomorrow to the OEM's. over the next few years the demand from automakers for turbochargers will be through the roof. features like gamma ti turbines, integrated bov/wg, stainless twinscroll housings, and the others will be found on oem engines. in fact heres a statement today from honeywell/garrett about this dualboost is garrett's way to lower rotational inertia, by using 2 small compressors instead of 1 larger one. packaging issues and increased wall friction are the downsides. Borgwarner lowers inertia with the titanium aluminide 7163s are being built this month, and were added to matchbot recently. T25 iwg with T4 twinscroll iwg to follow. Turbine maps are up also its happening

one option you could consider is to run the 7670 with T3 turbine housing initially. Then, later on if you wanted to go twinscroll - just swap to a divided manifold and a divided housing the twin turbo kits use B1 EFR turbos. these all have 2.5" inlet. You can step that up to 3" if you like, but there is zero benefit to 2x 3.5" or 2x 4" on a twin setup sounds healthy thats my favorite combination ive run on the RB26 over the years, you wont be disappointed

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

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.. 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?

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

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 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: 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.

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:

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

a larger displacement engine will usually spool faster. the 7670 is a great turbo, but a bit small for an RB26 if you plan to build it. The 8374 is a better match in my opinion. We have an rb25 pro drift competitor who runs the 7670 (because he wanted a bit quicker response for his small local track) but i expect he will have an 8374 on there soon for the big tracks: what is a NEO dirty 30? adrian normally i agree with you, but you must be drinking tonite. BMW produces far more turbocharged Inline motors than V motors...