EFR IWG 8374 20-22psi Dyno
10-02-15, 11:55 AM
#1
EFR IWG 8374 20-22psi Dyno
I do not know the exact boost pressure on this runs as BRL's dyno was acting up a little bit I was told. The front desk guy we spoke to said it was at 20psi, but the tuner recalled it was somewhere between 20-22psi. Regardless here is s a full pass on our IWG 8374 kit with the 3" exhaust option. It was tuned conservatively on E85 with an Adaptronic FD PNP. It has a streetported engine by Howard Coleman. The car has a vmount and IGN-1A coils in direct fire too.
The car made 426rwhp @ 15.5 psi( low boost).
We did learn that the OEM medium actuator with only 3 turns of preload( base spec) is not enough base pressure with the OE borgwarner solenoid to achieve more than 15 psi to redline. The car was upgraded with the turbosmart dual port IWG actuator(14.5psi base spring) and that did the trick. This does not mean the dualport is 100% necessary, just means you will need more than 3 turns of preload for higher boost pressures.
I will further test this next week as we have another car ready for a dyno.
The car made 426rwhp @ 15.5 psi( low boost).
We did learn that the OEM medium actuator with only 3 turns of preload( base spec) is not enough base pressure with the OE borgwarner solenoid to achieve more than 15 psi to redline. The car was upgraded with the turbosmart dual port IWG actuator(14.5psi base spring) and that did the trick. This does not mean the dualport is 100% necessary, just means you will need more than 3 turns of preload for higher boost pressures.
I will further test this next week as we have another car ready for a dyno.
10-02-15, 01:57 PM
#5
Racing Rotary Since 1983
iTrader: (6)
agree.
just a few notes:
the boost looks like surf... i will be interested to see what Luke has to say about the Turbosmart setup. i know he spent a lot of effort on the BW actuator playing w the duty cycle etc.
conservative AFRs.
looks like peak power was made at 7200 w boost way below 20 but the AFRs were more towards less rich.
my engines make peak torque at 6450... this looks 500 short so there may be a flow problem.
for STD correction fans the motor made 468.
overall, not bad.
HC
just a few notes:
the boost looks like surf... i will be interested to see what Luke has to say about the Turbosmart setup. i know he spent a lot of effort on the BW actuator playing w the duty cycle etc.
conservative AFRs.
looks like peak power was made at 7200 w boost way below 20 but the AFRs were more towards less rich.
my engines make peak torque at 6450... this looks 500 short so there may be a flow problem.
for STD correction fans the motor made 468.
overall, not bad.
HC
Last edited by Howard Coleman; 10-02-15 at 02:04 PM.
10-02-15, 02:58 PM
#7
Its actually showing 20 psi by 3500rpms with the sheet I got( run #51). I do know Luke told me he kept the timing low, and the WG duty cycle at only 30 percent down low. I ramp the duty cycle to 100 percent until I hit my target boost area. This usually helps with boost response, especially near WG cracking pressure.
I am not sure if their dyno is acting up, or that is the actual boost curve. Luke does tune a lot of rotaries, and said this system responded very fast.
Keep in mind a ported rotary in my experience ALWAYS hurts boost response.
The only reason I posted this dyno sheet was to show these turbochargers do NOT require super high boost to make power.
I am not sure if their dyno is acting up, or that is the actual boost curve. Luke does tune a lot of rotaries, and said this system responded very fast.
Keep in mind a ported rotary in my experience ALWAYS hurts boost response.
The only reason I posted this dyno sheet was to show these turbochargers do NOT require super high boost to make power.
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10-02-15, 08:29 PM
#9
Racing Rotary Since 1983
iTrader: (6)
i happened to talk to Luke today on another matter and we did briefly talk about this particular situation. he said that the torque down low was blowing the tires off and he worked w the settings to hook it up a bit. in other words, reduced early boost for traction. Luke was very impressed with the early power and the turbo overall.
the current tune is conservative and not finished.
the 8374 compressor is but 2.5% larger than a GT3582r yet it made 456 SAE at 17.5 PSI at 10.5 AFR. it appears there is a bunch more in the turbo. the latest (2015) style BW 62 tooks like 570 max to me based on the efficient 77pound compressor map.
the current tune is conservative and not finished.
the 8374 compressor is but 2.5% larger than a GT3582r yet it made 456 SAE at 17.5 PSI at 10.5 AFR. it appears there is a bunch more in the turbo. the latest (2015) style BW 62 tooks like 570 max to me based on the efficient 77pound compressor map.
10-07-15, 11:09 PM
#12
Another one of our customer's 8374 iwg dyno runs is attached. Street ported FD on pump gas with water injection. 25 psi(by 3200) with a 3.5 inch exhaust. Dyno is set to shootout mode so these are dynojet figures.
Last edited by Turblown; 10-08-15 at 08:11 AM.
10-08-15, 10:12 AM
#15
Rats.
I think I have a local FD friend talked into 8374 kit, so hopefully I get to feel the results 1st hand.
Watching the low boost (14psi) track videos it sure looks like 8374 jumps into boost really quickly. I really wanna know if its responsive enough for a parking lot situation, because I love the simplicity of the Turblown 8374 kit.
In any case, that is impressive for pump gas and water injection! Over 500hp on pump gas...
I think I have a local FD friend talked into 8374 kit, so hopefully I get to feel the results 1st hand.
Watching the low boost (14psi) track videos it sure looks like 8374 jumps into boost really quickly. I really wanna know if its responsive enough for a parking lot situation, because I love the simplicity of the Turblown 8374 kit.
In any case, that is impressive for pump gas and water injection! Over 500hp on pump gas...
10-12-15, 05:57 PM
#17
^what he said, and again I requested a very conservative tune. So there is more to be had.
The graphs don't look smooth in a few regards as I was told that their dyno has hiccups a lot, especially in regard to their boost pickup.
The cars response is insane. If the boost wasn't staged by RPM the back end would be all over the place. I could adjust the solenoid duty to make boost sooner but in it's street setup it would be pointless as I would get no traction. I went out yesterday to adjust the transient throttle with help from Turblown and after it was adjusted the car would roast the 285 ZII's through 2nd when slamming gears. After shifting the boost is right there again, amazing.
Before this I had the gt3574 w/A-spec manifold and I thought the response was surprisingly decent from that, but it doesn't even compare to the BW, night and day. Well worth the money spent on the kit. I opted for the IWG version for a few reasons; to simplify the setup, to have the best bet in controlling the boost, and being its a street car.. noise. I am extremely happy in all those regards.
The graphs don't look smooth in a few regards as I was told that their dyno has hiccups a lot, especially in regard to their boost pickup.
The cars response is insane. If the boost wasn't staged by RPM the back end would be all over the place. I could adjust the solenoid duty to make boost sooner but in it's street setup it would be pointless as I would get no traction. I went out yesterday to adjust the transient throttle with help from Turblown and after it was adjusted the car would roast the 285 ZII's through 2nd when slamming gears. After shifting the boost is right there again, amazing.
Before this I had the gt3574 w/A-spec manifold and I thought the response was surprisingly decent from that, but it doesn't even compare to the BW, night and day. Well worth the money spent on the kit. I opted for the IWG version for a few reasons; to simplify the setup, to have the best bet in controlling the boost, and being its a street car.. noise. I am extremely happy in all those regards.
10-12-15, 07:54 PM
#18
Nice set-up SpoolinRX! Would love some video if you ever feel like it.
The cars response is insane. If the boost wasn't staged by RPM the back end would be all over the place
Driver preference. You can just give it less gas in the lower gears. One thing I liked about my 7670 TII was cruising along in the JDM short 5th gear 3,500-4,000rpm if a car was coming on the freeway not merging or something I could just pedal down and 350-400ftlbs torque almost instantly.
Moved out in 5th. Never spun 5th (can't say that about 1st-4th).
The cars response is insane. If the boost wasn't staged by RPM the back end would be all over the place
Driver preference. You can just give it less gas in the lower gears. One thing I liked about my 7670 TII was cruising along in the JDM short 5th gear 3,500-4,000rpm if a car was coming on the freeway not merging or something I could just pedal down and 350-400ftlbs torque almost instantly.
Moved out in 5th. Never spun 5th (can't say that about 1st-4th).
