Full-Race Geoff

agreed- for SR20 s-chassis that 90 degree housing B1 turbo posted above can help clean up pipe routings. They are much more expensive housings however for the bigger 8374 and 9180 turbos, these already come with an optional vband you can add a 90 I have not tried the TS6758 but I agree it may be a perfect combination for what youre considering. You can use it with the 90 degree housing I have a beater S14 with SR20 and was running an old 6258. it works so well on a junk setup for 350hp that i dont plan to change anything yes that is pump gas, on a built/prepped RB30. 550whp seems reasonable if the wastegate actuator is properly sprung and everything is in order. We stock the entire line of EFR turbos, the 90 degree comp covers are en route to us 100% correct. 8374/9180 already have a vband outlet that can serve as a 90 addition easily

theres an RB30 + 8374 dyno chart from Chris Vautier (new zealand) somehwere in this thread: http://www.gtr.co.uk/forum/154737-sub-boys-r32-gt-r-then-now-66.html

Noctis - when a tall RB30 block is used, I suggest twin EFR6758 (or twin EFR7163 depending on fuel and boost target). The twin EFR setups are not for everyone - there is more piping/lines/two turbos ... twin EFRs fit better than a large single in these cars - and for a responsive 750hp there is nothing that can touch this. We make the downpipes and charge pipe so this is a bolton affair to replace the existing -5s

as measured in the turbine inlet. the end of the collector or the turbine housing is ideal to take measurements

maximum EGT should not ever exceed 950C / 1742F on an EFR turbo

The A/R selected for these initial prototypes was a direct match to the existing housings - for the B1 frame 7163 it is 0.80 a/r and for the B2 frame it is 0.92 a/r. This housing design is very much in it's infancy of the development process. Based on a combination of testing and other competing technologies it's unlikely to hit the streets anytime soon. Beyond that - actually fitting this turbo to any engine is serious work. Completely new manifold and downpipe design required from any other existing turbo or any other EFR the 6258 twins with 0.64 a/r and a stiff actuator are not far off from stock spool and can make >800hp

updated dynojet result from our R34 GTR with Twin EFR6258 0.64 a/r 2.6L RB26: Hi Mike, yes its no problem to supply the downpipe for our single turbo RB setups. we have a dedicated GTR front cut specifically for test fits and mockups like this. email me directly geoff@full-race.com and I can help get this sorted for you Hi Ryno, yes we can convert the vband EFR turbo to a T3 inlet. This is a special order only but we can do it. here is a photo: hi, the EFR9174 is an interesting turbo. BorgWarner has just released this 9174 combination for 2016 and is the only large B2 Frame EFR with the lightweight alloy bearing housing. It spools very well (similar to 8374) and has great topend (close to 9180). It is also capable of 125k rpm shaft speed (whereas 9180 is only 116k rpm). We have these in stock now, very good turbocharger when the engine can gobble up the airflow. I am planning to put this on my RB26 next correct, been that way about 14 months now lastly, our year-end blowout sale is going on now until Dec 31. anyone looking to pick up a manifold or kit at a discount this is a great time to do so!

if swapping only manifold and turbine housing - Twinscroll T4 will spool better when properly implemented. I am generally not a fan of SS T3 for most inline 6 applications. for a street/winding hills setup and occasional Suzuka trip the 8374 could work very well as could 9174 if you wanted a bit more top end power or bragging rights dyno sheet. Have you considered twin EFR6258? that is a great setup also, here is a recent chart from a customer build: the 6758 and 7163 are both available in vband inlet, external WG config. The turbine housings are stainless steel its easy to weld a T3 flange over the Vband inlet. I posted a photo of this somewhere in this thread if you need me to dig it up. these will make a GT-RS seem like a dinosaur experience driving an EFR behind-the-wheel is the only way to truly understand how everything works together. People naturally want to measure everything and compare turbos for pissing contests or advertising purposes... and when the only tool you have to do that is a steady-state WOT dyno, the good stuff can be lost. there are many things in life where a chart or an explanation over the internet can not do justice it is easy to look at dyno charts, and go on forums where the dyno chart is what matters... outside of forums there is an entire world of racing that does not care about dyno charts. feel free to do some digging: a little closer to home: http://www.speedhunters.com/2015/06/a-skyline-gt-r-tuning-revolution/

my 8374 max speed was 119k rpm on RB26 and 115k rpm on Evo. However i was abusing my evo one day, put a hole in coupler and saw 154k rpm (yikes!). It still made 30psi boost but felt slow, when i saw 154k on the gauge. I could not have known there was so big a boost leak problem without the speed sensor piggaz: 4 months on wastegates does not sound right, we get black MVS deliveries weekly. either way if we can help i am happy to

Hi John, happy to know the twin RB26 setup is still performing well and these turbos have proven their worth to you. How did the WTAC event go, did you get any clean laps in? hey piggaz - happy to know you will use the speed sensor, it is one hugely valuable tool that is often overlooked. edit: Did you purchase the 38mm tial gates from us? we typically have them in stock, zero lead time (unless it was a special order item or unusual color request)

^^No. If you look at R33 and R34 oem the system will do this. The result is no lag in torque split response. Compared to R32 where the oem computer is very old and outdated, very slow response times due to the pressure dropping off too far. If you have a very high power application and are concerned about xfer case, it is a good idea to install a cooler and/or consider adding an 11th plate/disc to the wet clutch

Hi Dave, the correct way to do this is to read xfer Pressure (0-238psi) - Installing the pickup at the back of the transmission is not too hard to do, and ive seen an adaptor posted online for this: from the electrical engineers, please let me know if this works for you: "I recommend to download from this link (V1.1): http://dccdpro.com/main/wp-content/downloads/DCCDPro.rar Then extract the two files and keep them in one folder. run the .exe and if Windows 7 or 8 need to run in compatibility mode. If they use this link(V1.2): http://dccdpro.com/main/wp-content/downloads/DCCDPro.exe Run the .exe and if Windows 7 or 8 need to run in compatibility mode. I have checked and all are in good shape.

**the 6258s were pretty much out of breath at this point, so stiffer canisters may not do much

oh got it! i dont blame you for not wanting to switch, but the R32 AC lines are bulky space hogs compared to R33 / R34. good luck and let me know how it all fits in the end this car had the bw stiff canisters, no creep or spiking. More boost beyond this point would call for the turbosmart actuators with 3x spring stack

nicknack, that is an excellent result for a 2.0L SR, Im sure it is more impressive from the driver's seat than an internet dyno chart can convey. Making approx 1 bar boost by ~3700rpm on a mainline dyno is a good start. Mainline dynos are great, but the lowest reading of any that ive tried. It will be interesting to see how things go once you dial in the cams. I doubt you will gain much with the oversize downpipe, but its worth a shot. Make certain there is no intake restriction, use an oversize high flowing air filter, etc. I agree with your tuner the gt3076 can not do what this turbo can all EFR turbos ship with a solenoid on the compressor housing. for the twin kit, just remove one, and save it as a spare. use a single boost controller, with a Tee. like this photo: cool to see another RB enthusiast in the states on here. if you need any help let me know, we have a ton of RB and EFR parts and setups at full-race

twin turbo setups should be plumbed the same as twin wastegate setups - one solenoid, two actuators

^^every setup is different, engines, manifolds, turbos, a/r it all has an effect. if the stiff bw canister isnt enough, then turbosmarts unit on a 3 port or 4 port can do the job

i believe 6258 0.64 is probably the perfect choice for you. Im running these turbos as twins on my current 3.5L v6 project. The turbosmart actuators will fit just fine. We've seen excellent results with the OEM borgwarner stiff wastegate actuators -- up to 28psi. This is how borgwarner designed them and it works quite well. The original intent was to release a stiffer "higher boost actuator" that would go to 40psi. however the turbosmart options works very well and bw chose to focus on some other alternatives you may see at sema this year. for more IWG control or for boost levels far beyond 28psi then the turbosmarts are an excellent choice. I personally worked with Jon at BW and we used alicat scientific equipment to provide turbosmart with our input on how to tweak and refine the IWG dual port before public release. They took our input into consideration and produced a nice quality gate. it is not at all mandatory, but it does have its place in the market

i like 0.64 for street cars, but im into spool, torque and power band (im an engineering nerd). for a real race car that has a racing transmission and chassis, spool is not as important as outright power. 7163 appears to be slightly more surge resistant than 6758 so that is a plus for 7163 twin installs. great to hear you like the matchbot and data that is provided! i continue to learn all the time using that tool swapping to stiffer IWG actuators on your existing 6258s may help carry boost in the higher RPM. turbosmart makes a quality actuator, just be aware it has less stroke than the standard BW and only 2mm preload is appropriate. moving up to twin 7163s is worth consideration if you have the engine/displacement/head and really want to handle more power - its a direct fit to your 6258 install 7670 is really a 530-550hp turbo. For a true 600hp the EFR 8374 is the call. Internal WG with a stiff actuator gets it done nicely on E85 and a simple setup

hey John, have not done any back to back 0.64 vs 0.85 on an RB26 yet. built RB26's seem to prefer larger rear housings (within reason) so this is something brett was planning to do on his R34 in the next couple of months. Most of our higher power RB customers seem to go with the 6758 and 7163 We typically see 1bar / 15psi around 3500rpm on 2.6L engines with the 8374. I expect we'd be flamed if our "response" based 62mm single turbo was spooling that late on an RB with vcam (10psi @4500)

2jz with twin 6258s -- slightly OT, but too cool not to share: "Geoff, wanted to keep you in the loop. Re dyno'd the twin 6258 IWG car on E85. Got her to 32-33 psi and ended up with 922 whp and 790 tq at 4600 rpm !! This is a 8.5-1 engine with a stock head and 264 stock base circle cams. Wowzer…I attached the dyno chart with the C16 vs E85 max effort pulls.. So impressed really. Cant wait to fire my car up with 7163’s…Thank you Eric"

Daz, i suggest taking a look at the single EFR or twin EFR6258s. since response is an important part of this build, that is an area which the EFR clearly has the advantage with.

stock longblock, small cams and simple setup! this car is probably much more fun than a dynosheet can explain, hopefully Reaper is pleased with the outcome

hi blake - I need more information. did you get the turbos from Full-Race, if yes how long ago (specifically are these gen1 or gen2 7163?) What displacement is this engine and what rpm are you experiencing the surge? I would suggest to spend some time on borgwarner's matchbot page and figure out this engine's operating parameters to the best of your ability

Tial's traditional GT40/42 vband housings will work on BorgWarner Airwerks S300 and S400 turbos, when machined to fit. attached are a couple photos of these. We helped tial with some of the EFR housings initially, but these EFR housings are different from other turbine housings and do not swap/carry over. It requires all new tooling and investment castings so it will be a bit longer until they are available nice!! i have wanted to do the same in a UCF20, cool project