Have any of you guys with EFR turbos taken the time to see how close you can get the Matchbot data to match up with your real world data? What I'm curious about if some 'sweet spot' numbers can be found for items such as engine displacement, BSFC, etc that allow the Matchbot to place the various red dots 'ON' the compressor map reasonably. 'Reasonably' be defined as inside the surge/choke lines and at efficiency points that seem to match measured IATs and delta pressures. Also curious how close the horsepower estimates are to what you have measured.

The other 'wish' I have is that if some 'sweet spot' numbers can be found for one setup, how close will those be for another turbo (once the other appropriate adjustments are made).

As I experiment with the tool I'm founding values that may be reasonable for 4000 rpm and higher but 2000/3000 rpm have red dot positions that are off map low, or in the surge area, and low PSI values for what most post imply are happening real world.

Here is a link for an 8374 experiment:
https://www.borgwarner.com/matchbot/...6_wrsin=92044&

I'm hoping the tool has some use, even if only limited to a subset of situations, as it seems that it would be very useful in narrowing the candidate list of possible turbos to meet one's needs.

 

That matchbot looks pretty correct based on EFR 8374 tuners having to "limit" boost in the 3-3,500rpm range to keep the compressor from surging.

I say "limit" in quotes because its just keeping boost under about ~17psi @ 3,000rpm which most other 62mm turbos cant even get to.

I would love more EFR tuners/ vendors to chime in here with their impressions- my own impressions are from reading tuner/vendor/owners feedback (some just trying to figure out why the car w/ 8374 bucks around 3,000rpm).

We are going to hear a lot more about EFR 8374 surgeline if Turblown gets their variable AR exhaust side done.

I would love that variable AR housing though just for even better tip in throttle turbo response even if we had to keep boost thresholds about the same through the engine RPM range to avoid surge.

 

TB's 74 mm variable a/r exhaust housing will be even more interesting in the 8474, 9174 and 9274

 

cough, cough ...

https://www.garrettmotion.com/racing...eries-g35-900/

.

 

Yes, it will be interesting to see how G series works on rotary.

Especially after they have been out long enough people start mixing/matching compressor/exhaust sides and we get somethimg with bigger exhaust sides suited for rotary.

I know, I know Garrett says the new baby exhaust wheels can flow- but there is a difference between gas stand and choppy rotary exhaust.
Garrett did the same exhaust wheel business with the GT series 20 years ago and as I predicted then the new exhaust wheel aero and sizing did not particularly suit the rotaries high impact exhaust characteristics.

But, I would love to be wrong and we gain a new arsenal of turbos for the rotary.

 

you need to do more research; that was then, this is now ...