RICE RACING

Yo, Thomas. It is a Life Racing D5 dash unit, I use them in all my cars running full F88/S8 or higher LR/Syvecs ECU's, great piece with my own bespoke screens configurations etc.

I did manage to get the initial turbo acceleration up to 90,000rpm/sec on a 1/2 gear shift on the Datsun (instantly jumps to 5psi boost) with some basic tricks on normal driving closed throttle gear shift giving more turbine energy. But once this is consumed then its back to its normal 'slow' turbine accel rate, so it is what it is basically, just put it down to this engine type.

Datsun in back ground..... needed a DICKASS full brake upgrade, bedding in brakes now :)

Here is the latest iteration on the 9180 13B set up, WM50 upgraded and testing many parts, all in the search for durability, Power is easy but unicorn is a Turbo Rotary Mazda that actually lasts... drugracers and TA one lap wonders need not apply lol :P

Yep good to know a 9174 with 1.45 will actually do 1000bhp on a 2.7lt engine. It's not often you find nuggets of info like that around, saves having to test everything yourself for sure!

That's with a 1.00TCF too, so basically ~1000bhp @ engine with the FR combination in that car with the rear end and 1:1 4th (minimal gear train *gearbox* losses no driver/driven x driven/driver power flow since direct drive *no lay shaft* so input shaft>output shaft). Now to pick what to use on the EVO????

One in the video looks like the 1.45AR

Looks like 1.05AR housing ?

9174 on a well built 2.7lt 4 cyl

That makes sense, so bit better match to this capacity engine, lower rotating inertia than 9180 0.92AR IWG combo, similar turbine power potential, sounds like the ideal combination for high boost combined with transient response.

Looks like an animal!

^ Doing a Syvecs S8 controlled combo on AMS built 2.3 EVO with EFR9174, should go good.

Customer cleaned up the look a bit by fitting different cam phase trigger set up and the OG Blue Tomei cover, looks nicer and better when the cam belt slaps around on the various limiters. Little video of the idle attached too, there is not much room in the engine bay! twins would be a lesbian to fit for sure.... EFR9180 still going too :P https://www.youtube.com/watch?v=F2igtYCKCdo&feature=youtu.be

https://www.rbracing-rsr.com/sq6m_wastegate.html Similar to this, only not as homo :) I use all kinds of iterations of this system different valves etc, but essentially this describes how it mechanically hooks up in one version at least. Superior boost control, no need for homo CO2 lol...... Works at sea level and as high as you can go (highest I test is famous mountain in Retardistan).

Nup, Phase = one valve Anti Phase = one valve Both controlled through ECU with their own linearizations depending on system requirements.

I know its a shit box rotary lol, but some may be interested in some of the set up analysis I do on matching, prior to going willy nilly on changing out turbo's + a raft of other things like main fuel table mapping etc. On this application looked at the twin EFR7163 for my own use.

Fit up a good ECU and run phase + anti phase capsule control and you will get zero drop off on IWG :) We hold 33psi to 9300rpm without any issues, its always a pain in the c*ck to do it with ghetto control's though.

I personally love IWG, its got merits in that there is reduction in internal volume and this always improves response it also has a smaller valve area so the anti phase capsule (if running one of the after market actuators) needs less effect as the TIP is not pushing as hard through simple P=F/A relationship. Use Borg Warner matchbot, there you will see what size WG area you need, its not as large as some would have you believe too

Transient 0-100 tps/pps, 0 to 30psi, in all gears/road speeds. As some said before dyno is one thing, the bit bloke wants is on road/track, its about the same from what I can see mate.

ok, well I spent a good time now going through Dave's VQ35 GTR data in all permutations from drags to street to roll races and loading up from 1st gear to higher and his is twin EFR7163 (IWG set up) and I cant see any real improvement *tangible* over the current 9180 set up we run, suffers exactly the same things I was describing earlier. I know its a 300cc odd larger engine of different type but best comparison I have to doing it myself. I think at this stage it will show higher power potential with the same level (maybe better?) of response, but I cant see it being the magnitude of increase the customer wants, given this is a larger capacity engine by 300 odd cc but very similar rpm, and performance level between the two cars right now.

Yep OS 3.15 set up. Wifbitz split pulse twin gate manifold. All done on road. Prob not qualified to comment on what is best? but the larger the displacement one's like this has had the widest spread of power. It is the response side that needs some further development work. A power increase is always nice, but the motor has to live

Yes, pick any gear and stand on it from 3500rpm. Same thing is evident on 1-2-3-4-5 gear accel run where not using antilag flat shift, the turbo just takes 'time' to get back up to pressure, I explained it at length to Geoff, who agrees with me and what I have found. There just is not the exhaust pulse energy to kick it up there. To give you an idea on a shitbox 13B engine the exact same turbo accelerates 30,000rpm/s faster! but the internal manifold volume is much less, there is more 'heat', to reach the same pressure value in same conditions takes 1.1 seconds v's 1.5 seconds on this enlarged RB. Thus customer complains saying its much more fun to drive the Mazda by comparison, and even causal occupants in both cars say the same thing too. I dont have the time to f**k around with testing different exhaust manifolds but I cant see a 6 cyl divided horse cock manifold even with twin gates working well myself. Thus sharing some thought here with others who may or may not have already done this.

Its all 'hot air' at end of the day when the turbine wheel flies out back of exhaust it will need larger turbo/s Question more would be will the twin EFR shit on any other larger power capacity single turbo? I think we already know the answer to that one.

If someone else has done this please let us know, but I have seen that it takes from engine revs as long as starting above 3500rpm, consistently 1.5 seconds from a closed throttle to full to reach ~3000mB or ~29psi gauge boost (sea level std day). To keep it simple would be great to see if the twins do this in a lower time. I checked gears 1st to 5th and its consistent so indicative of this turbo mated to this 6cyl engine type. p.s. customer personally hates idea of twins and wants a larger EFR, but this one does not give same instant response as it does a different engine thus the request (seems impossible from what I can see) so only real solution I have left to investigate is the twins.....