Full-Race Geoff

It's still hard to say. Ive got some tuners who swear by the 7064. Yet there are others who love the 7163. I think the decision ultimately depends on the boost level and max rpm for a given EMAP level. No question the 7163 will come into boost sooner, but it does have considerably higher backpressure - and the standard 7163 inlet is a 2.5" (non ported shroud) which can be prone to surge in applications with lower VE. For example YB cosworth works better on 7064 than 7163 and I suspect RB20 would be similar I have a 7670 on my daily driver 2.3L mustang ecoboost right now. It is a "small" big turbo, 2 steps larger than 7163 - and comes on around 3500rpm. However i am really tempted to try a 7064 because this 2.3L engine does not like excessive emap, nor does it rev high. I'd like to be in the power around 3000rpm and still be on a 0.92 a/r agree as long as you can keep twinscroll, either option will work well i agree. each application and driver preference is unique and we can choose the rotor/housing combination that is best fitted to the application at hand photos attached of 7163 rb25 and 7064 rb25 by all means, seal the volutes and make it a true twinscroll. Manifold has a massive difference, its not just turbo and fancy materials. Coming from a gtx3582R on a standard manifold Id expect you will gain significant lowend/midrange by using a properly sized twinscroll turbo I believe the 0.80 a/r vs 0.92 a/r is a bigger argument than 7163 vs 7064 rotor pair. It takes much more wg spring to keep the 7163 spinning up to max speed than the 7064 - due in large part to the a/r differences

hey guys - we just got back from an epic SEMA show. Ive attended for 16 years straight, this was by far the best. Thank you to everyone who stopped by the Ford and BorgWarner booths to say hi. BorgWarner introduced some *concept* turbos such as the ebooster and of course "black series" EFR9280 and EFR8474. It will be a while before these are production parts available for purchase - but the groundwork is in place. -The updated EFR9280 and EFR8474 turbos are purely in concept/development at this time. We do not have timeframe for release, however i expect 10-14 months. Not any time soon. -these turbos will be differentiated with a black hard anodize compressor wheel. All other turbos in the lineup remain unchanged -the available turbine housing A/R ratios for 74mm and 80mm turbine are: 0.83, 0.92, 1.05, 1.45 a/r. -If you plan to run serious boost and max out these turbos, then 1.45 should be a consideration to accommodate the increase in mass flow - without a corresponding increase in EMAP That is correct, these are concept units. The purpose of displaying these is to show that BW is working on the next generation of EFR turbos Yes. BW releases concepts every year... sometimes they get the axe and dont go into production - as was the case with the VTV housings last year that is correct. These new turbos can be expected to move more air at less shaft speed its going to take more than 6 months. these wheel designs are undergoing more tweaks and then testing/validation before entering production. BW does not move quickly shoot us an email at Full-Race. we have the turbos in stock and can certainly beat that price for you for 800 crank HP on a built 3L engine - i think the 9174 is a great turbo. The 8374 is too small and 9180 too big 7670 is an animal for mild RB25/26 builds. It will be out of breath at 400kw so keep this in mind. If you want more than 400rwkw go with the 8374 and 3500rpm threshold thanks piggaz if your friend is running a twinscroll EFR on openscroll manifold - he's missing out

yes I agree, try the adaptor. here is a similar fitment photos that somebody sent to me

most of our twin turbo customers go with the 6258s or 6758s. but we have a few guys in the US, Europe and Japan with twin 7163. the setup is another level completely... there were some twin 7163 graphs from twinsturbo recently. i think i posted it in the other thread as well, completely mental combination

thanks. i get tired of posting this ^^^ in response to "what does it trap" posts. Believe me guys, i get it - you want to compare it to every other turbo out there. The thing is, these are different. And the difference is not on a dyno or a drag strip. If you actually get real experience with an EFR then you will get it too.. and if drag racing is your thing, Twin-EFR is the way. Not single. good guys at nizpro

my car is 2.6L and circuit only - I rarely drive on the street unless driving to the track. 4500rpm spool is late for the small track. 9180 gives violent acceleration.. with a nose heavy RB26 up front, i felt it was too much turbo for this stock displacement on tight tracks. I prefer spool by 3800-4000rpm so the 8374 was perfect for that. I expect 9174 to bridge the gap and will try that next. 2.8L might be the solution in the end. also the 9174 has the alloy CHRA and saves 7lbs so thats a bonus!

I ran the 9180 IWG on my 2.6L rb26 for a bit. It was on full song by 4500 like chris said - but that's a tiny bit laggy for my preference. It made 750whp and broke my R33 trans 4th gear. Then I installed an R34 6speed trans and really began to appreciate the turbo. Now that i am putting the car back together i will probably go to a 9174 IWG next

BorgWarner makes 12.5 million turbos per year. Garrett makes 14 million turbos per year. Precision is not "main competition" for either... outside of car racing forums. their infrastructure, engineering staff and resulting turbo quality arent even remotely close to being on the same level no changes to the 8374. same turbo since the initial release in 2010 BW issues comp maps for all of their turbos, as well as providing max turbo speeds and corresponding max airflow rates. They also perform burst containment which can save lives... but I agree with the matchbot app. Incredibly useful once you understand how to navigate it. It takes me 5 minutes to make an OEM quality match now

BW updated the wheel aero on the SXE turbos. the 8375 is their older turbo with 75.99mm turbine and 270 thrust. (probably should have called it 8376 all along) -- SXE 8376 is their new version of this turbo and is now 76.2mm with 360 thrust and EFR blade aero (with corresponding bump in turbine efficiency). Using the same housing A/R an SXE can spool a little earlier due to the turbine aero - but the more aggressive compressor wheel makes the turbos spool almost identically. Attached is a photo of the old turbine wheel on left, new SXE on right. We have these in stock at a healthy discount right now if you need one

mr skidz, your posts are coming off as trolling at this point. do EFR people go into precision threads and talk about how great their mates setup is, but wont give any details?? whilst complaining there is no data? cmon... my recommendation for any EFR setups targetting big power and early spool -- twin EFR7163 is untouchable. Below shows E85, 3.4 liter 2J. 145K shaft speed, 41 psi… 1185 wheel and 930-980 tq spinning 25-30 mph difference between ft and rear wheel speeds.. She has all of 1200 wheel and 1000 tq in her…

the inconel (airwerks or garret or precision) will fracture more slowly than gamma ti (EFR). this is why borgwarner tells customers drag racing: buy the airwerks OR twin EFRs. below photo shows a gt30R turbine wheel subjected to overspeed from owen in the UK

we have the 4port solenoids in stock if you can not find them locally http://www.full-race.com/store/efr-turbo-accessories/full-race-4-port-boost-control-solenoid-1.html

VFregal - which turbosmart IWG spring and how much preload are you using? More than likely you need more springs in the IWG actuator..

excellent result kaboobie. That powerband is great for pump gas and cats -- which cats are you using?

hi matt, you can purchase directly from our website or you can call our office. Im not sure who to recommend for install in victoria. I will ask a few contacts. feel free to email me directly at geoff@full-race.com with any other questions

the high boost canister is sprung fairly conservatively - i typically like to run 6-7 turns of preload on it. Or a turbosmart 26psi IWG with 4mm preload

i was a fan of GT4088R back in 2003, it was a good twinscroll turbo at that time. Now its 2016, GT4088R is outdated and very old design. EFR9180 murders it. Even the journal bearing SXE turbo smokes the 4088R I suggest to check your IWG spring and perform a boost leak test. For an EFR8374 on RB26, boost should be well on around 3500rpm. 4000rpm is a little bit late We have a couple R32 GTR in our shop right now if you need photos of anything in particular. ^^that is correct

^^^Harris racing, you need to try a stiffer WG spring!! i'd bet you are blowing the soft standard actuator open

^^mostly agree with Harris Racing. bang for the buck, nothing can touch these SXE turbos. Keep in mind this turbo he's asking about has a 76mm turbine wheel. this is slightly larger than the EFR8374 which uses a 74mm turbine wheel. As a result the SXE may exhibit reduced emap in exchange for the later spool and response time

Ok, then this makes sense. the "Standard" or medium IWG actuator is very soft for RB26. as youve said, the setup will spool earlier with the stiffer IWG actuator and more preload..

hi, we have good stock of SXE turbos. shoot me an email with exactly what youre looking for and i can help (76mm inducer or exducer). thanks @harris racing, good start! like the others have said, check your iwg spring rate and tension. there is defintely room to be had with tweaks

we have the all new 10 blade 72mm SXE in stock now. 110lb/min from a 72mm inducer is very impressive! the 88mm is approx 4-6 weeks out the last i heard. if youd like to email me at geoff[at]full-race[dot]com with the exact spec you are interested in, I will get you an update asap. pics of the 72mm from our instagram feed this week: sorry i do not understand your question?

Sorry, we do not make them, and havent offered them for sale. however i will look into it next week

yes that is correct @harrisracing -- cut the end off and its a standard vband. the same as any Cummins/Holset turbo and many other BW or MHI turbos. There are cast 90 degree vbands available for this application but you could also just but a vband and weld the intercooler pipe to it

hi Jimmy, depending on your location - Galvsport has done right by my customers: http://www.galvsport.com/ Try speaking with Josh, they are great to work with