Full-Race Geoff

congratulations Andrew!!! 5th outright on wornout tires is excellent, well deserved!! Your experience is similar to what Paul had found last year. edit: I hope you dont mind if we use your testimonial

i feel the same way. fortunately we've got tracking numbers now so the situation has improved regarding 7064: the t3 singlescrolls have good availability, t4 twinscrolls shipping again good to hear things are working for you john, eager for you to get some seat time and finally experience the turbos at full song. btw did you guys get the ets-pro going

sorry to confuse. the ETS-Pro is a standalone torque split controller and g sensor. It replaces the factory components, but there is no need to remove them

congrats on the personal best - updates!!

ok very good sir - keep us updated with your results, get some video footage

Hi Andrew - thanks for putting this together, those photos are great. One important note: The ETS-Pro G-Sensor must be firmly affixed via 2part epoxy!! Double sided tape is not secure enough and can cause inaccurate readings and signal noise. Please update your PDF if possible!!

very interesting idea to move the solenoid and the switch to the back of the xfer case. Reduced fluid volume makes sense, i will have to try this! do you have a particular part # for the goyen hydraulic line solenoid? thanks brad

Hi brad, thank you for commenting, I see you disagree with me and suggest the pressure switch is mandatory. However you say to use it at the transfer case which seems counter-productive since the switch must be before the solenoid (like factory nissan) to function, otherwise its the same as me and leaving the pump running, correct? thanks for the input

actually there is a much better way to test the clutchpacks - if you just disconnect the solenoid and give a constant 12V at the solenoid, that gives max pressure to the clutchpack, for 100% lockup and 50:50 torque split. Try this in a dry parking lot: 0V (in 2wd) it should drive fine 12V (locked in 4wd). Feeling the car binding/hopping with 12V applied means your clutchpack and all components are healthy.. this test feature is a great option on the ETS-Pro in the "manual" setting

Im using one on my daily driver, 580whp currently - very happy with it. Also extremely quiet compared to Bosch 044 or walbro 255 that I am used to

just wanted to share my input - the feedback we've been receiving from people using our ETS-Pro system, they seem to prefer this over other systems used in the past, and they have indicated there isnt much advantage to a built the xfer case over a healthy stocker (unless it is excessively worn). Ive recently pulled apart 4 xfer cases of my own collection (all used R32 and R33 boxes) none had enough wear to require a full rebuild. On a high power race car it might make sense to add the extra plates in for additional lockup, but for everything else it does not seem necessary, as long as the xfer case solenoid is being controlled in this manner

I am daily driving the EFR 8374 internal-wg on my 2.0L twinscroll evo street car for 2 months now so it was a lot of fun to try the external gate on my 2.6L RB26 it is another animal completely. We flogged it for 4 days straight and i drove both cars on the local streets and highway at different rpm points and loads. I know this RB26 engine/head/cam combination very well (had it for years now) so i can confidently say that no turbo has worked nearly as well as this unit. Of course i really got my chassis sorted which helps confidence at speed, but biased or not this is the best setup ive ever felt in the car. My driver for the autocross was a long time friend from engineering school who competively races 997tt porsche and mustang v8 autocross prepped cars, he calls my car "the easy button" just punch it and instantly the torque is up, very driveable and forgiving One particular comment is this turbo's powerband works well with the 5 speed r32/33 transmission and 4.111 fd. I no longer feel obligated to swap the R34 6 speed box in (I wanted to save the 6 speed for my dedicated race car anyway). On all previous turbo setups i felt the 6 speed box was necessary. Torque comes on so much earlier and stronger with the EFR, huge improvement. My comments/thoughts are: -i prefer the internal wastegate EFR 8374 .92 a/r. to me this is the cleanest and lightest weight way to run this turbo. On my evo i absolutely love it - not once have i wanted external wastegates. the amount of work required to properly recirculate (2) external wastegates is no small feat. I invested HOURS into this, and will never offer recirc'd external wg's for customers... it literally takes that much time. If its a serious dedicated race car however, the external gate is the way to go. -since im already on the external wg twinscroll T4 config, im extremely interested to know what the 9180 does to the powerband? that will probably be the next turbo i try, if its as "magical" as the indy guys say i might keep it there and not go to internal wg 8374 -my next major change is to use the proEFI ecu and get wider rear fenders. On the 275 street tires it is easy to do 4 wheel burnouts from the EFR turbo and ETS-Pro center diff controller. Using the proEFI traction control combined with the efr turbo and ets-pro i believe we can have one of the fastest street tire cars in the USA, my goal is to run the 315/30/18 and then pro-efi traction control to put it all down. i cant imagine any rwd cars being competitive there, we will see! maybe if we can get our act together and make it to WTAC 2013

mike, my understanding is that indycars are using their own unique antilag system, it is not the rallycar wrc style air injector valve style everything for these teams is regimented and methodical, typically the engine and turbo are serviced together as a unit and my understanding is that they only change the turbo if they need to change the engine. anybody watching the races can clearly see there were no turbo failures or teams frantically rebuilding their motors during any of these races

penske is winning because of their suspension/chassis perfection imo, the turbos were within 1/2mph of one another. here is a photo, you can see the penske dampers and the twin EFR 6758, stock center section complete with internal wastegate mounting holes in these 2 photos: chevy twin turbo: Lotus twin turbo here: Honda is running the single twinscroll turbo: note: honda is the only team using "header bags" to contain the heat. chevy and lotus just use raw or coated tubular fabricated headers. I do not know the answer to that question yet, BW are hesitant to give us anything until tracking numbers are ready. We will certainly let everyone know the updates we receive.

Yes - I can confirm all 2012+ Indycars use a 100% off-the-shelf EFR rotating assembly, the same exact turbine and compressor wheels / shaft / bearings that every aftermarket customer will receive. The wheels are literally 9180 and 6758s. The only difference is indycars weld the twinscroll housing to their headers, so there is a different inlet (i can post a pic if you need to see). for the twin turbo chevrolet engines, they get an external WG t25 housing for the 6758s (this is so teams can not cheat and raise the boost). same center sections however 2 races completed, no turbo failures (edit for the haters!)

here is a video of the fastest auto-x run of the day, you can hear our coilpack working, then not, then working then not. soo frustrating, I can only imagine how much faster we would have gone without the miss the ETS-pro is great, you can see at the launch that all 4 wheels are spinning, and then at the end you can see a perfectly controlled 4 wheel drift

mr lith - here is a cell phone vid of the dyno pull from one of the guys who worked at the dyno shop, you can sort of see the chart at the end. the cat was glowing bright red

We set out to prove the R14 conversion kit, ETS-Pro and EFR turbo today. using the EFR 8374 on my RB26, we got 1st place on the dyno - 704whp thru the cat, with huge area under the curve. This morning we also got 1st place in autocross (historically our worst event since we usually focused on drag and time attack) but a bad cyl #6 coilpack overheated in the back of the valley and ended our day. too bad, thats racing!

today my rb26 made 616whp on wg spring (19.5psi boost) and we turned up until 704whp around 28psi. thru an unmodified 3.5" catalytic converter. the race starts in 36 hours!

no problem, ill post it up. im using a stock bottom end r33 rb26 with jun oil pump and uprated rod bolts. ported head with stock size ferrea valves and tomei 280 cams, magnaflow 4" catalytic converter not gutted, Full-Race manifold recirc'd external wastegates and efr 8374, twinscroll 1.05, E85 from a local taxi station. im going to test it without catalytic converter to know the difference, its nice to not smell exhaust fumes! Also there is a 7670 1.05 on stock 2jz dyno chart ill post up i initially had a 7670 external wastegate going on my evo, but at the last minute a friend "leetevo" from evom needed it to make a race. i was able to get an 8374 internal wastegate turbo instead which worked out great because Im testing out our new internal wastegate AC compatible evo turbokit myself, daily, im stoked The 4G63 is a great engine.. and the car turns so quickly its remarkable, great street/track car, but to me the RB26 is something else and exhaust note is intoxicating. i find myself wanting to only build RB26s there is no other engine/driveline im as passionate about. it weighs a ton. its hard on front tires. difficult to get parts for. some people tell me the platform is weak... it cant change direction like a miata i really dont give a damn she runs hard!! super excited to be racing against a tweaked R32 gtr, apparently the guy expects to win the race this weekend.

I am daily driving my Evo at 28psi, beating the snot out of it 4x daily. The EFR 8374 internal-WG twinscroll turbo has not skipped a beat Also my RB26 nissan is ready to race, with EFR 8374 1.05 and external WGs i am dynoing thursday and racing saturday. turbokit: wish me luck!!

the divider is *not* used for the calculation of A/R by any turbo mfg

pulling hours to get r14.1 in the modified tuner shootout march 30th. long story short, I was busting my ass to get my daily driver evo project ready for the modified tuner shootout. I hoped to run my evo for this as its debut race. unfortunately there was a mixup and modified mag put me down to enter the R14 (they didnt know i was building an evo) and said there are too many evo entries... if I wanted to be in the race i have to race in my nissan. So the heat is on, im getting the R14.1 ready again. There is a chance an evo will drop out, and in that case ill try to race 2 cars here is the update: -engine/fuel system/cooling system all remain untouched. nothing related to the engine had any damage from the fire. same intake manifold/ itb's and fuel system. i would like a better ECU, but oh well -turbo manifold changed along with smaller MVS wastegates in a compact location - this allows for recircing the wastegates for emissions compliance (similar to our sr20 twinscroll kits) here is a pic of the work in progress: -Turbo changes: installing an EFR 8374 turbo -brakes are the same brembo G35/350Z brembo tracks ive had forever with raybestos race pads. I may use project Mu club racer pads instead (those are on my evo right now and amazing). Not sure if i will have an ebrake or not? -suspension remains unchanged, moton double adjustables. found a bind at the front tension rod... i stole an idea from midori and it backfired. went back to OEM, no problems. May go softer on the spring rate to accomodate having to use a street tire instead of slicks -ditched stock p/s pump, went to 1992 toyota MR2 electric powersteering pump. currently it is located in the trunk. the fire happened from my aluminum exhaust bursting and burning up a p/s hose. I ran a complicated AWD hydraulic circuit to control the torque split and p/s rack all ran through the p/s pump, so when the hose burst a large volume of ATF sprayed all over the bottom of the chassis and the exhaust lit it up. By eliminating the entire ATF system and proximity of p/s pump from the turbo and exhaust i have removed that possibility for fire. these are the changes i've made: -installed OE nissan atessa system with new ETS-pro g-sensor software. this is the same thing as DCCD-pro that GST uses to run STI driveline in their gc chassis. info here: http://www.gtr.co.uk/forum/1486450-post53.html -ive rerouted all the power steering and torque split lines so they are with the fuel lines - far away from the exhaust! (no more fire). -kognition rear wing, braced to chassis? not sure if i will leave the wing off becuase this is a low speed track now (firebird west) and ill save the wing for R14.2? decisions -removed sunroof, replaced with kognition carbon sunroof plug -i installed a new OE fuel tank and replaced fuel lines just to be safe -removed stereo -removed heavy ass front splitter mount, will attach splitter to small lightweight aluminum frame or not at all (havent decided yet) IF TIME PERMITS: -carbonetic triple carbon clutch and rear LSD (already have a quaife front diff) -R34 GTR 6 speed transmission and driveshaft my car doesnt have only 2 small full-race stickers on it, and will stay that way for the comp. weve got work to do!

Ive been busting my arse to get the car ready for the race this year, March 30/31. One of the biggest changes for me was the addition of the ETS-pro center diff controller (torque split controller). I began my installation last night, hope to have the install completed later today once my new PS pump arrives i can test it out!

you could keep your turbine housing. You would need to swap out a "Supercore" which means everything except the turbine housing. Once you had this supercore, then you could swap back and forth turbine wheels with your existing turbo. that is correct. the compressor housing can not be swapped because the inducer size and the blade aero shape are different. Also - the bearing housing is needing to be swapped due to the 0.4mm difference in OD at the back-disc wall. For this reason, purchasing a complete turbo or a supercore would make the most sense. close... everything you said is correct except the last part