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BorgWarner EFR 8374 IWG Dyno Results

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BorgWarner EFR 8374 IWG Dyno Results

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Old 10-18-18, 01:30 PM
  #326  
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Originally Posted by KYPREO
It's different from what you see on the 7670 charts. The issue with the 7670 isn't the hot side. The dyno charts drop off at high rpm because the 7670 compressor runs out of flow on a 13B.
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I really need to completely figure out compressor maps! At plain view, its hard to understand how the BW 64cfm compressor (found on the efr 7670, S257 sxe) runs out of flow at high rpm, when the old school garrett 61cfm (60mm found on t04s, 60-1, etc) didnt.
The 60-1 ran out of flow just as the EFR 7670 does.

On my TII I went from 60-1 with P trim exhaust wheel and 60mm wastegate to same size compressor EFR 7670 that has smaller exhaust wheel and dual 44mm wastegaters.

The 60-1 (using smaller HiFi compressor cover) I ran for 14 years and dynoed many times did 340rwhp @ 10psi, 380rwhp @ 16psi and we had to struggle using fuel and retarded timing at high rpm to get it to spool to 18psi where it only made peak 385rwhp (though more under the curve).

Put my 7670 on the same engine/set-up and it would hold 21psi boost (running 26psi for power under the curve, would drop to 21psi) and made 420rwhp. That is 9% more flow. Which is about the same flow I was losing running the 60-1 in the smaller HiFi housing.

EFR 7670, T04 60-1, T04S, GT3576R, GTX3576R, GTX 3576R Gen II, etc are all 57mm x 76mm compressors and will flow roughly the same CFM with similar compressor covers.

The difference in the EFR 7670 is the light TiAl exhaust wheel gets the turbo to full flow earlier at which point HP stays about the same (flow peaked) so torque has to drop as rpms increase.
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Old 10-18-18, 02:26 PM
  #327  
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Visual for you.

Here is Dynojet of the 60-1 definitely not running out of flow because it was at 10psi boost and would go on to make 45hp more at higher boost.


Here is EFR 7670 on same dyno completely running out of flow because it is running 26psi at 4,000rpm dying off to 21psi by 6,500rpm.


Notice how well the EFR 7670 holds horsepower to the 8,000rpm rev limiter despite being completely out of flow?

I think this preservation of top end power on my EFR is helped by the 1.05AR exhaust housing and dual 44mm wastegates which the IWG version won't have- but we are talking about compressor flow here.
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Old 10-18-18, 03:16 PM
  #328  
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Originally Posted by BLUE TII View Post
Visual for you.

Here is Dynojet of the 60-1 definitely not running out of flow because it was at 10psi boost and would go on to make 45hp more at higher boost.


Here is EFR 7670 on same dyno completely running out of flow because it is running 26psi at 4,000rpm dying off to 21psi by 6,500rpm.


Notice how well the EFR 7670 holds horsepower to the 8,000rpm rev limiter despite being completely out of flow?

I think this preservation of top end power on my EFR is helped by the 1.05AR exhaust housing and dual 44mm wastegates which the IWG version won't have- but we are talking about compressor flow here.
Man, I hate dyno charts without a rpm axis lol. It seems like in your setup, the 60-1 "gave up" at 130mph, where the 7670 didnt (despite both being out of flow), that's really cool.
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Old 10-18-18, 04:04 PM
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Yeah, I posted those two dyno charts though because they just show the horsepower which is directly related to the compressor flow. Its same car, same dyno, same 4th gear, same tire size.

I feel like it is the torque on the dyno charts that is throwing you guys off.
Yes, torque will drop off faster in the high rpm on the EFR charts than a comparable size non-EFR turbo. This is because torque is starting off higher in the EFR dyno charts.

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Old 10-18-18, 05:17 PM
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Good explanation above.

When my setup is up and running, I should be able to provide some more data. I've got the EFR7670 IWG version but it's running on straight LPG (propane) and will have mechanical pre-turbo water injection, running on a stock port 13B. The WI is primarily to assist with taking heat of combustion, as propane burns a bit hotter than gasoline. But I'm theorising that by effectively running the turbo at a lower pressure ratio, the WI may also help extend the compressor map. To what degree, we'll see.
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