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I am not sure if peak boost pressure is the same or not.
Down low where most of the gains are the previous blue setup cannot reach any more boost pressure. It is WAY below its full boost threshold( what a lot of people refer to as lag). Without adding nitrous there is no way to improve power on the low/midrange substantially to the blue powerband.
The red powerband I am sure is running a lot more boost in the low & midrange.
I requested the video overlay the boost pressures between the two setups.
The point of this post is to show there is potential for a lot more power under the curve with an EFR turbo system. I bet they will have to relearn how to drive this car, because its going to feel like an animal compared to before.
It is a streetported engine by Lukcy7Racing. Keep in mind it is a FC engine, and in my experience FD motors make more power and usually have better boost response( at least over the S4 motors).
They should be able get it to spool better once its tuned, looks like almost identical set up as my TII (I don't know if they have 8.5:1 rotors like I did).
Looks like they are running lowish boost so far? Like 21psi? They will gain 50ftlbs + torque 3-5,000rpm once they up the boost.
My EFR was making 300rqtq by 3,000rpm and 400rwtq by 3,750rpm.
Just in case others hadn't seen this yet. 26psi to 5,000rpm fading to 21psi by 6,500rpm.
I know someone can make more low end because I wasn't surging it, a basic *** T4 style manifold and .... ran out of injector duty cycle.
Don't make me do it, I want to move on to a more responsive turbos (couple 7163s)
Here is from the tuning on Dyno Dynamics-
You can see from the Blue line here where there was no line on the wastegate if I had more injector I could have made a lot more torque 3,200-4,000rpm.
Mmn, just ran the #s off that 28psi run that netted 28.7hp @ 4,000rpm on the Dyno Dynamics.
That was 369ft/lbs torque Dyno Dynamics whereas my 26psi runs were 349ft/lbs Dyno Dynamics or 401tq on the Dyno Jet.
So would have been 424ftlbs torque Dyno Jet at 4,000rpm at 28psi boost. Not actually that much more epic than 401ftlbs...
Edit- actually I see peak boost before the Exhaust Manifold Pressure caused VE crash from WG not opening was closer to 3,800rpm. If peak HP was with with peak boost then torque was 447ftlbs Dyno Jet at 3,800rpm which is pretty epic after all...
The post above shows AFRs flat lined a tad leaner than 10:1 AFRs 2,500-7,000rpm in the bottom of the pic in the Boost and AFRs section.
I meant I am not sure if they tried a leaner tuner and if it made more or less power.
We just got a 7670 FD running here, and are wrapping up another this week. I would love to run one to 28 plus psi, but we do not have enough pump on either car..
Wouldn't a better comparison be a 5862 compared to the 7670. Seems to me a 6265 would be 8374 competitor.
Yes an 6265 is the same size as an 8374, and would be a more fair comparison. The customer already had this 6265 and it was not intended from the get go to make a comparison dyno run. They were just shocked with the difference and decided to overlay it.
I recently did a more " fair" comparison test between our TDX57 turbocharger and our cast EFR 7670 kit. However it was not exactly apples to apples( E85 vs pump, no cat, vs cat, and ported vs non-ported, all else equal). As suspected the EFR responded a LOT faster, and was actually faster during roll racing.
I think it's more to illustrate that, despite being a smaller turbo that reaches boost threshold much faster, it still puts down just as much power. It flows better than you'd expect for the given size wheels and housings.
10-09-15, 12:41 PM
