Which bw turbo for 400-450 on standard ports?
10-21-14, 09:50 PM
#28
Rotary Enthusiast
iTrader: (19)
Join Date: Apr 2002
Location: Colorado Springs, CO
Posts: 1,169
Likes: 0
Received 11 Likes
on
10 Posts
i guess it just depends on what kind of power you want, i'm more of a decent spool and good peak power kind of guy, if you don't want peak power and want fast spool and good mid range i guess the EFR is the best turbo for you. These engines were made for peak power, and you can even make good low end torque and peak power with the Right combination. Islander Made 550hp/500tq at like 5500rpm or something like that on a GTX42R. i'd say that's pretty good torque. while an EFR will make more power sooner, a guy with the better peak power and peak torque will still scream right by him.
I know you are trying to be the devils advocate with the EFR turbo series.
I have been in and tuned some of the turbos you are mentioning. The EFR series turbo's are completely different than the other turbo's out there.
IMO, what makes a turbo great is the ability to make torque/power across the largest part of the rpm usable range while having a nice smooth power delivery that is easy for the driver to use.
The larger turbo's take time to spool up, and when they do the ramp rate is very steep and violent giving the car an OH SHYT factor, but not good for driving in backroads or even a track.
the EFR hits very early, and yes it hits hard, but you can pedal it very easily, the larger turbo's canot spool for crap down low and you cannot soft pedal it like an EFR turbo doing part boost at 3-5K.
I think the small-middle sized turbo's on the 13B is where things are drivable/fun/etc. The EFR8374 is a middle sized turbo that acts like a small sized turbo and puts down middle sized to larger size power.
EFR8374 dyno's
BW S360
Another good dyno GT35R
EFR8374 FTW
10-22-14, 08:37 AM
#30
Senior Member
iTrader: (6)
Join Date: Mar 2004
Location: Columbia, SC
Posts: 523
Likes: 0
Received 0 Likes
on
0 Posts
I know you are trying to be the devils advocate with the EFR turbo series.
I have been in and tuned some of the turbos you are mentioning. The EFR series turbo's are completely different than the other turbo's out there.
IMO, what makes a turbo great is the ability to make torque/power across the largest part of the rpm usable range while having a nice smooth power delivery that is easy for the driver to use.
The larger turbo's take time to spool up, and when they do the ramp rate is very steep and violent giving the car an OH SHYT factor, but not good for driving in backroads or even a track.
the EFR hits very early, and yes it hits hard, but you can pedal it very easily, the larger turbo's canot spool for crap down low and you cannot soft pedal it like an EFR turbo doing part boost at 3-5K.
I think the small-middle sized turbo's on the 13B is where things are drivable/fun/etc. The EFR8374 is a middle sized turbo that acts like a small sized turbo and puts down middle sized to larger size power.
EFR8374 dyno's
BW S360
Another good dyno GT35R
EFR8374 FTW
I have been in and tuned some of the turbos you are mentioning. The EFR series turbo's are completely different than the other turbo's out there.
IMO, what makes a turbo great is the ability to make torque/power across the largest part of the rpm usable range while having a nice smooth power delivery that is easy for the driver to use.
The larger turbo's take time to spool up, and when they do the ramp rate is very steep and violent giving the car an OH SHYT factor, but not good for driving in backroads or even a track.
the EFR hits very early, and yes it hits hard, but you can pedal it very easily, the larger turbo's canot spool for crap down low and you cannot soft pedal it like an EFR turbo doing part boost at 3-5K.
I think the small-middle sized turbo's on the 13B is where things are drivable/fun/etc. The EFR8374 is a middle sized turbo that acts like a small sized turbo and puts down middle sized to larger size power.
EFR8374 dyno's
BW S360
Another good dyno GT35R
EFR8374 FTW
10-22-14, 09:43 AM
#31
Rotary Enthusiast
iTrader: (19)
Join Date: Apr 2002
Location: Colorado Springs, CO
Posts: 1,169
Likes: 0
Received 11 Likes
on
10 Posts
while those turbos do come in early, and make a "broad" powerband, the peak numbers are no that impressive in my opinion. and also you have to think about how much goes into turbo spool, such as manifold design and exhaust flow and porting. all those factors make a difference in how turbos spool, and howard coleman even said himself on his 4094R that he got it to hit full boost as soon as 3000-3500RPM, the EFR's technology is a advanced so maybe everything around it doesnt have to be perfect, but spool can be improved on other turbos as well.
Just curious what turbo do you have in your car and roughly how much power is it making?
10-22-14, 03:50 PM
#32
Senior Member
iTrader: (6)
Join Date: Mar 2004
Location: Columbia, SC
Posts: 523
Likes: 0
Received 0 Likes
on
0 Posts
at the moment i have an S366 with an 11 blade billet wheel, the car will be going on the dyno within the next 2-3 weeks so i will post updated pics of graph when it's done.
10-22-14, 06:40 PM
#34
Precision isn't a real turbo company and you won't see anything beyond hobbyists using their turbos.
Precision doesn't have the documentation or the knowledge a race team or OEM engineer needs to utilize their turbos. Whats the surge line? What RPM can the turbo be run at and at what efficiency?
Is an engineer going to buy a bunch of Precision turbos and run them on their engine to find what works best or will they take their engine data and compare it to a real turbo companies documentation and pick the proper turbo?
The advantage Precision does have is their multitude of offerings in any imaginable combination that can be experimented with (not calculated) for use on any engine/application.
I agree that some very good engine/Precision/application turbo matches have been found.
EFR will get to that point in the future- just as the GT line did from their initial set GTxxR offering to the current GTxxxxR offerings.
Because the EFRs are a true motorsports turbo first they are meeting the goals of the racing teams they cater to.
You can see this with the IRL twins which have a specific exhaust wheel and turbine housing design.
Why the EFR line does so well with the rotaries (and this is not just hype) is the large exhaust wheel size compared to compressor wheel size coupled with the exhaust wheel's light weight.
This provides leverage to drive the compressor with the huge rotary exhaust energy at no downside- great spool and good top end exhaust flow potential.
On something like the Subaru with so much exhaust energy lost through the long header tubes the EFR gains have been shown to be minimal to none. Subaru does better with a tiny exhaust wheel to compressor wheel ratio.
Once there is an ample supply of EFR pieces I predict we are going to see that an EFR 8380 made from the 8374's compressor and 9180's exhaust turbine is the absolute best 500hp turbo imagined to date for a rotary with even better spool than the already great 8374 and slightly improved top end power when used at high boost.
After that we will just have to wait for the electric hybrid turbos to become mainstream for a marked improvement.
Precision doesn't have the documentation or the knowledge a race team or OEM engineer needs to utilize their turbos. Whats the surge line? What RPM can the turbo be run at and at what efficiency?
Is an engineer going to buy a bunch of Precision turbos and run them on their engine to find what works best or will they take their engine data and compare it to a real turbo companies documentation and pick the proper turbo?
The advantage Precision does have is their multitude of offerings in any imaginable combination that can be experimented with (not calculated) for use on any engine/application.
I agree that some very good engine/Precision/application turbo matches have been found.
EFR will get to that point in the future- just as the GT line did from their initial set GTxxR offering to the current GTxxxxR offerings.
Because the EFRs are a true motorsports turbo first they are meeting the goals of the racing teams they cater to.
You can see this with the IRL twins which have a specific exhaust wheel and turbine housing design.
Why the EFR line does so well with the rotaries (and this is not just hype) is the large exhaust wheel size compared to compressor wheel size coupled with the exhaust wheel's light weight.
This provides leverage to drive the compressor with the huge rotary exhaust energy at no downside- great spool and good top end exhaust flow potential.
On something like the Subaru with so much exhaust energy lost through the long header tubes the EFR gains have been shown to be minimal to none. Subaru does better with a tiny exhaust wheel to compressor wheel ratio.
Once there is an ample supply of EFR pieces I predict we are going to see that an EFR 8380 made from the 8374's compressor and 9180's exhaust turbine is the absolute best 500hp turbo imagined to date for a rotary with even better spool than the already great 8374 and slightly improved top end power when used at high boost.
After that we will just have to wait for the electric hybrid turbos to become mainstream for a marked improvement.
10-22-14, 08:44 PM
#38
Racing Rotary Since 1983
iTrader: (6)
"Nice numbers but on E85.. that's great and all but what numbers would we see on normal pump gas ie 91, 93, 94 ect?"
power is all about burning oxygen molecules. E85 and gasoline should make the same (approx) power if the fuel delivery is adjusted for the differing BTU content and timing for burnspeed.
the one area where E85 has an advantage is it will withstand higher CCP and CCH that comes from higher boost. you can mostly make up for this w the proper amount of AI.
when you get to crazy levels.... like 1000 hp, alcohols show their superiority but in the real world that most of us inhabit you can do it w gas or E85.
howard
power is all about burning oxygen molecules. E85 and gasoline should make the same (approx) power if the fuel delivery is adjusted for the differing BTU content and timing for burnspeed.
the one area where E85 has an advantage is it will withstand higher CCP and CCH that comes from higher boost. you can mostly make up for this w the proper amount of AI.
when you get to crazy levels.... like 1000 hp, alcohols show their superiority but in the real world that most of us inhabit you can do it w gas or E85.
howard
10-23-14, 05:47 AM
#39
Senior Member
iTrader: (6)
Join Date: Mar 2004
Location: Columbia, SC
Posts: 523
Likes: 0
Received 0 Likes
on
0 Posts
Precision isn't a real turbo company and you won't see anything beyond hobbyists using their turbos.
Precision doesn't have the documentation or the knowledge a race team or OEM engineer needs to utilize their turbos. Whats the surge line? What RPM can the turbo be run at and at what efficiency?
Is an engineer going to buy a bunch of Precision turbos and run them on their engine to find what works best or will they take their engine data and compare it to a real turbo companies documentation and pick the proper turbo?
The advantage Precision does have is their multitude of offerings in any imaginable combination that can be experimented with (not calculated) for use on any engine/application.
I agree that some very good engine/Precision/application turbo matches have been found.
EFR will get to that point in the future- just as the GT line did from their initial set GTxxR offering to the current GTxxxxR offerings.
Because the EFRs are a true motorsports turbo first they are meeting the goals of the racing teams they cater to.
You can see this with the IRL twins which have a specific exhaust wheel and turbine housing design.
Why the EFR line does so well with the rotaries (and this is not just hype) is the large exhaust wheel size compared to compressor wheel size coupled with the exhaust wheel's light weight.
This provides leverage to drive the compressor with the huge rotary exhaust energy at no downside- great spool and good top end exhaust flow potential.
On something like the Subaru with so much exhaust energy lost through the long header tubes the EFR gains have been shown to be minimal to none. Subaru does better with a tiny exhaust wheel to compressor wheel ratio.
Once there is an ample supply of EFR pieces I predict we are going to see that an EFR 8380 made from the 8374's compressor and 9180's exhaust turbine is the absolute best 500hp turbo imagined to date for a rotary with even better spool than the already great 8374 and slightly improved top end power when used at high boost.
After that we will just have to wait for the electric hybrid turbos to become mainstream for a marked improvement.
Precision doesn't have the documentation or the knowledge a race team or OEM engineer needs to utilize their turbos. Whats the surge line? What RPM can the turbo be run at and at what efficiency?
Is an engineer going to buy a bunch of Precision turbos and run them on their engine to find what works best or will they take their engine data and compare it to a real turbo companies documentation and pick the proper turbo?
The advantage Precision does have is their multitude of offerings in any imaginable combination that can be experimented with (not calculated) for use on any engine/application.
I agree that some very good engine/Precision/application turbo matches have been found.
EFR will get to that point in the future- just as the GT line did from their initial set GTxxR offering to the current GTxxxxR offerings.
Because the EFRs are a true motorsports turbo first they are meeting the goals of the racing teams they cater to.
You can see this with the IRL twins which have a specific exhaust wheel and turbine housing design.
Why the EFR line does so well with the rotaries (and this is not just hype) is the large exhaust wheel size compared to compressor wheel size coupled with the exhaust wheel's light weight.
This provides leverage to drive the compressor with the huge rotary exhaust energy at no downside- great spool and good top end exhaust flow potential.
On something like the Subaru with so much exhaust energy lost through the long header tubes the EFR gains have been shown to be minimal to none. Subaru does better with a tiny exhaust wheel to compressor wheel ratio.
Once there is an ample supply of EFR pieces I predict we are going to see that an EFR 8380 made from the 8374's compressor and 9180's exhaust turbine is the absolute best 500hp turbo imagined to date for a rotary with even better spool than the already great 8374 and slightly improved top end power when used at high boost.
After that we will just have to wait for the electric hybrid turbos to become mainstream for a marked improvement.
10-23-14, 08:10 AM
#41
"Nice numbers but on E85.. that's great and all but what numbers would we see on normal pump gas ie 91, 93, 94 ect?"
power is all about burning oxygen molecules. E85 and gasoline should make the same (approx) power if the fuel delivery is adjusted for the differing BTU content and timing for burnspeed.
the one area where E85 has an advantage is it will withstand higher CCP and CCH that comes from higher boost. you can mostly make up for this w the proper amount of AI.
when you get to crazy levels.... like 1000 hp, alcohols show their superiority but in the real world that most of us inhabit you can do it w gas or E85.
howard
power is all about burning oxygen molecules. E85 and gasoline should make the same (approx) power if the fuel delivery is adjusted for the differing BTU content and timing for burnspeed.
the one area where E85 has an advantage is it will withstand higher CCP and CCH that comes from higher boost. you can mostly make up for this w the proper amount of AI.
when you get to crazy levels.... like 1000 hp, alcohols show their superiority but in the real world that most of us inhabit you can do it w gas or E85.
howard
A little off topic of the thread but regarding this question.
I always thought that E85 made a fair sized difference, especially when running either E85 or gas only and not running AI or WMI with gas.
That's where i was looking for a comparison as if this kit was on a car running pump gas only how would it compare to E85 only
If I'm understanding correctly what you're saying is that under normal or more moderate situation running either fuels with the fuel rate adjusted according to the BTU content of each respective fuel output would or could be the same however fuel consumption rate will differ accordingly
And that under higher output situation E85 will have the advantage I'm assuming part due to lower combustion temps and stability under higher pressure?
10-23-14, 10:36 AM
#42
Senior Member
iTrader: (6)
Join Date: Mar 2004
Location: Columbia, SC
Posts: 523
Likes: 0
Received 0 Likes
on
0 Posts
Precision isn't a real turbo company and you won't see anything beyond hobbyists using their turbos.
Precision doesn't have the documentation or the knowledge a race team or OEM engineer needs to utilize their turbos. Whats the surge line? What RPM can the turbo be run at and at what efficiency?
Is an engineer going to buy a bunch of Precision turbos and run them on their engine to find what works best or will they take their engine data and compare it to a real turbo companies documentation and pick the proper turbo?
The advantage Precision does have is their multitude of offerings in any imaginable combination that can be experimented with (not calculated) for use on any engine/application.
I agree that some very good engine/Precision/application turbo matches have been found.
EFR will get to that point in the future- just as the GT line did from their initial set GTxxR offering to the current GTxxxxR offerings.
Because the EFRs are a true motorsports turbo first they are meeting the goals of the racing teams they cater to.
You can see this with the IRL twins which have a specific exhaust wheel and turbine housing design.
Why the EFR line does so well with the rotaries (and this is not just hype) is the large exhaust wheel size compared to compressor wheel size coupled with the exhaust wheel's light weight.
This provides leverage to drive the compressor with the huge rotary exhaust energy at no downside- great spool and good top end exhaust flow potential.
On something like the Subaru with so much exhaust energy lost through the long header tubes the EFR gains have been shown to be minimal to none. Subaru does better with a tiny exhaust wheel to compressor wheel ratio.
Once there is an ample supply of EFR pieces I predict we are going to see that an EFR 8380 made from the 8374's compressor and 9180's exhaust turbine is the absolute best 500hp turbo imagined to date for a rotary with even better spool than the already great 8374 and slightly improved top end power when used at high boost.
After that we will just have to wait for the electric hybrid turbos to become mainstream for a marked improvement.
Precision doesn't have the documentation or the knowledge a race team or OEM engineer needs to utilize their turbos. Whats the surge line? What RPM can the turbo be run at and at what efficiency?
Is an engineer going to buy a bunch of Precision turbos and run them on their engine to find what works best or will they take their engine data and compare it to a real turbo companies documentation and pick the proper turbo?
The advantage Precision does have is their multitude of offerings in any imaginable combination that can be experimented with (not calculated) for use on any engine/application.
I agree that some very good engine/Precision/application turbo matches have been found.
EFR will get to that point in the future- just as the GT line did from their initial set GTxxR offering to the current GTxxxxR offerings.
Because the EFRs are a true motorsports turbo first they are meeting the goals of the racing teams they cater to.
You can see this with the IRL twins which have a specific exhaust wheel and turbine housing design.
Why the EFR line does so well with the rotaries (and this is not just hype) is the large exhaust wheel size compared to compressor wheel size coupled with the exhaust wheel's light weight.
This provides leverage to drive the compressor with the huge rotary exhaust energy at no downside- great spool and good top end exhaust flow potential.
On something like the Subaru with so much exhaust energy lost through the long header tubes the EFR gains have been shown to be minimal to none. Subaru does better with a tiny exhaust wheel to compressor wheel ratio.
Once there is an ample supply of EFR pieces I predict we are going to see that an EFR 8380 made from the 8374's compressor and 9180's exhaust turbine is the absolute best 500hp turbo imagined to date for a rotary with even better spool than the already great 8374 and slightly improved top end power when used at high boost.
After that we will just have to wait for the electric hybrid turbos to become mainstream for a marked improvement.
now an 8380 would be impressive i think.
10-23-14, 11:48 AM
#43
Rotary Enthusiast
iTrader: (19)
Join Date: Apr 2002
Location: Colorado Springs, CO
Posts: 1,169
Likes: 0
Received 11 Likes
on
10 Posts
Precision 6766 ballbearing turbo T4 divided 1.0A/R $2,180
Tial 44mm wastegate $350
HKS SSQV BOV $250
Extra welding costs $100
Misc hardware $100 (V-band clamps, extra vacuum hose)
total cost $2980 for this turbo
IWG EFR 8374 .92 A/R, with V band clamp + flange
total cost $2744
The EFR turbo is actually cheaper.
Tial 44mm wastegate $350
HKS SSQV BOV $250
Extra welding costs $100
Misc hardware $100 (V-band clamps, extra vacuum hose)
total cost $2980 for this turbo
IWG EFR 8374 .92 A/R, with V band clamp + flange
total cost $2744
The EFR turbo is actually cheaper.
10-23-14, 12:26 PM
#45
You do know that the hennessey venom GT runs precision turbos right? Fastest production car in the world.. Just saying
That is a (very expensive) shed built kit car. Engines built in a shed in Texas and shipped to a shed in England where the rest of the fast kit cars hail from.
From Wiki-
The Venom GT uses a highly modified Lotus Exige chassis. The manufacturer, Hennessey Performance Engineering, claims the modified chassis utilizes components from the Lotus Exige, including but not limited to the roof, doors, side glass, windscreen, dashboard, cockpit, floorpan, HVAC system, wiper and head lamps. Hennessey Performance and the Venom GT are not associated with Lotus Cars. For road use, the car is registered as a Lotus Exige (modified) and is not in fact a series production car.[1]
As of August 6, 2014, 16 of the proposed 29 Venom GTs have been sold.[10][11]
I'm not saying Precision Turbos don't do the job- I'm saying they don't get hired for real jobs because they have no resume.
Next you are going to tell me how PTE is also heavily associated with NHDRA... Yes, because they paid to be.
PTE knows marketing very well just like Hennessey (the king of hype) and they hire out what engineering they deign is necessary to make money and no more.
PTE won't bother with compressor and exhaust side maps because their market (aftermarket) does not require or know how to utilize them anyways- that money is better served in marketing.
PTE is not a real turbo company just like Hennessey is not a real car company.
I do agree that if PTE makes a turbo that matches the rotary engine very well and has an advantage over other turbos I am going to buy it.
That is a (very expensive) shed built kit car. Engines built in a shed in Texas and shipped to a shed in England where the rest of the fast kit cars hail from.
From Wiki-
The Venom GT uses a highly modified Lotus Exige chassis. The manufacturer, Hennessey Performance Engineering, claims the modified chassis utilizes components from the Lotus Exige, including but not limited to the roof, doors, side glass, windscreen, dashboard, cockpit, floorpan, HVAC system, wiper and head lamps. Hennessey Performance and the Venom GT are not associated with Lotus Cars. For road use, the car is registered as a Lotus Exige (modified) and is not in fact a series production car.[1]
As of August 6, 2014, 16 of the proposed 29 Venom GTs have been sold.[10][11]
I'm not saying Precision Turbos don't do the job- I'm saying they don't get hired for real jobs because they have no resume.
Next you are going to tell me how PTE is also heavily associated with NHDRA... Yes, because they paid to be.
PTE knows marketing very well just like Hennessey (the king of hype) and they hire out what engineering they deign is necessary to make money and no more.
PTE won't bother with compressor and exhaust side maps because their market (aftermarket) does not require or know how to utilize them anyways- that money is better served in marketing.
PTE is not a real turbo company just like Hennessey is not a real car company.
I do agree that if PTE makes a turbo that matches the rotary engine very well and has an advantage over other turbos I am going to buy it.
10-23-14, 12:58 PM
#46
Senior Member
iTrader: (6)
Join Date: Mar 2004
Location: Columbia, SC
Posts: 523
Likes: 0
Received 0 Likes
on
0 Posts
Precision 6766 ballbearing turbo T4 divided 1.0A/R $2,180
Tial 44mm wastegate $350
HKS SSQV BOV $250
Extra welding costs $100
Misc hardware $100 (V-band clamps, extra vacuum hose)
total cost $2980 for this turbo
IWG EFR 8374 .92 A/R, with V band clamp + flange
total cost $2744
The EFR turbo is actually cheaper.
Tial 44mm wastegate $350
HKS SSQV BOV $250
Extra welding costs $100
Misc hardware $100 (V-band clamps, extra vacuum hose)
total cost $2980 for this turbo
IWG EFR 8374 .92 A/R, with V band clamp + flange
total cost $2744
The EFR turbo is actually cheaper.
10-23-14, 01:00 PM
#47
Senior Member
iTrader: (6)
Join Date: Mar 2004
Location: Columbia, SC
Posts: 523
Likes: 0
Received 0 Likes
on
0 Posts
You do know that the hennessey venom GT runs precision turbos right? Fastest production car in the world.. Just saying
That is a (very expensive) shed built kit car. Engines built in a shed in Texas and shipped to a shed in England where the rest of the fast kit cars hail from.
From Wiki-
The Venom GT uses a highly modified Lotus Exige chassis. The manufacturer, Hennessey Performance Engineering, claims the modified chassis utilizes components from the Lotus Exige, including but not limited to the roof, doors, side glass, windscreen, dashboard, cockpit, floorpan, HVAC system, wiper and head lamps. Hennessey Performance and the Venom GT are not associated with Lotus Cars. For road use, the car is registered as a Lotus Exige (modified) and is not in fact a series production car.[1]
As of August 6, 2014, 16 of the proposed 29 Venom GTs have been sold.[10][11]
I'm not saying Precision Turbos don't do the job- I'm saying they don't get hired for real jobs because they have no resume.
Next you are going to tell me how PTE is also heavily associated with NHDRA... Yes, because they paid to be.
PTE knows marketing very well just like Hennessey (the king of hype) and they hire out what engineering they deign is necessary to make money and no more.
PTE won't bother with compressor and exhaust side maps because their market (aftermarket) does not require or know how to utilize them anyways- that money is better served in marketing.
PTE is not a real turbo company just like Hennessey is not a real car company.
I do agree that if PTE makes a turbo that matches the rotary engine very well and has an advantage over other turbos I am going to buy it.
That is a (very expensive) shed built kit car. Engines built in a shed in Texas and shipped to a shed in England where the rest of the fast kit cars hail from.
From Wiki-
The Venom GT uses a highly modified Lotus Exige chassis. The manufacturer, Hennessey Performance Engineering, claims the modified chassis utilizes components from the Lotus Exige, including but not limited to the roof, doors, side glass, windscreen, dashboard, cockpit, floorpan, HVAC system, wiper and head lamps. Hennessey Performance and the Venom GT are not associated with Lotus Cars. For road use, the car is registered as a Lotus Exige (modified) and is not in fact a series production car.[1]
As of August 6, 2014, 16 of the proposed 29 Venom GTs have been sold.[10][11]
I'm not saying Precision Turbos don't do the job- I'm saying they don't get hired for real jobs because they have no resume.
Next you are going to tell me how PTE is also heavily associated with NHDRA... Yes, because they paid to be.
PTE knows marketing very well just like Hennessey (the king of hype) and they hire out what engineering they deign is necessary to make money and no more.
PTE won't bother with compressor and exhaust side maps because their market (aftermarket) does not require or know how to utilize them anyways- that money is better served in marketing.
PTE is not a real turbo company just like Hennessey is not a real car company.
I do agree that if PTE makes a turbo that matches the rotary engine very well and has an advantage over other turbos I am going to buy it.
11-08-14, 02:05 PM
#50
Borg Warner doesnt make s362, I don't think. Options are s360 177272( I have this one). S363 and s366--These are ones on catalog from factory Borg Warner from turbodriven website. All other s362 and s372 plus other random sizes I'm assuming are modded by others companies.
For airwerkz I would suggest s363 or s366 for that 420whp goal on stock ports.
For airwerkz I would suggest s363 or s366 for that 420whp goal on stock ports.
It has a 63mm compressor so thats what some people get confused about.