All S5 plates are stronger than S4 plates, but not all S5 plates are created equal.

I ordered one from mazdaspeed a year or 2 ago and got the new one. you should be good to go.

Good info! I've been thinking about upgrading to the type 15 :icon_tup:

Don't discount the size of your HX and fans to cool it. Again water temp returning to the intercooler will have just as much of an effect on cooling as the size of the intercooler. To a point anyway, you do need overall surface area capacity in the intercooler to somewhat match it. Same problem as if you don't have enough air flowing through the external side of an air-to-air...

Peter, did BW tell you that the larger 80mm turbine wheel/housing has larger wastegate runners and/or doors? I can't find info anywhere.

The wheel is bigger but I'm pretty sure the wastegate runner/door size is the same.

It is the same "C" housing which is optimized for 58, 64,70, 74mm exhaust wheels according to BW.

You can read up on the specifics here (pg24). There is a section on WG flow as well.

http://www.full-race.com/articles/efrturbotechbrief.pdf

My 9180 seems to creep as bad or worse than the 8374. I'm hitting 17psi by 7000 with 0% DC on the controller. Im trying to turn the engine to 8500...
I have a 4" downpipe but a 3" resonator and old school 3" Racing Beat dual exhaust. Yesterday I swapped in a Turbosmart dual port actuator with the 7# spring and maybe 1/2 a turn of preload with a 4port solenoid. I was hoping the softer spring and less preload would get more stroke out of the internal gate. It didn't help at all. It DID help midrange a lot. I had the original open loop settings on my ECU and the thing made 17psi at 3800 in SECOND gear, so I'm happy about that at least. Dynoing next weekend hopefully.

I am not surprised with the size of your exhaust.

My FC held 8 psi with the 9180 IWG with a 2.5" catback. I did not know the catback had that big of a bottle neck inside of it( only figured that out once I cut it open). As soon as I moved to a 4" DP/MP with straight through 3 inch catbck it shot up to 18psi or so so on the top end. For those reading there is no reason to run the 9180 less than 20psi, unless its a really healthy ported engine. It will not make any more power than the 8374( below 20PSI) on a stock, medium or large SP motor in my experience. It really starts waking up past 25psi.

Looking forward to your dyno.

Hmm... I'm picking up a 9174 and I was actually planning on primarily running it below 20psi. I went with the 9174 over the 8374 primarily due to the theory that a larger turbo will make the same power with less effort, leading to a longer lifespan and greater chance of overall reliability. Response will suffer a little, but the EFRs seem to minimize that sacrifice.

Any thoughts on that approach (getting a 9180/9174 but only running it in the 350whp-450whp ranges)?

fendamonky
Quote:
I'm picking up a 9174 and I was actually planning on primarily running it below 20psi. I went with the 9174 over the 8374 primarily due to the theory that a larger turbo will make the same power with less effort, leading to a longer lifespan and greater chance of overall reliability. Response will suffer a little, but the EFRs seem to minimize that sacrifice.

Any thoughts on that approach (getting a 9180/9174 but only running it in the 350whp-450whp ranges)?

By less effort, you mean the larger compressor can be driven at a lower boost and make the same peak power as the smaller compressor at a higher boost?

I doubt this will be the case.

Yes, the engine can make the same peak power at a slightly lower boost.

But, the turbos share hot-side dimensions, so it is more effort (higher exhaust manifold pressure) for the motor to spin the larger compressor.

You would want an 8380 or an 8374 in the 1.45AR or an 8380 in the 1.45AR exhaust housing to achieve less effort on the motors part at the same peak power.

Your engine is working harder during lag from a larger compressor.

Your engine is working less hard during lag from a larger exhaust side.

Well, shoot... :lol:

fendamonky

Well, shoot...

On the other hand, with the larger compressor providing the same peak power at a lower boost you would be enjoying the benefit of lower intake air temperatures.

I wouldn't say that is letting your engine work less hard, but it can be less hard on the engine all other factors the same (which as pointed out above they would not be).

:crazy: Its a lot of factors to try to balance!

As a reference, I just had mine out to Summit Point on Sunday, in stank-ass hot conditions, running 13psi, with a new GReddy V-mount set up and turbine shield, and IATs stayed in the mid 40's, once getting as high as 52 in traffic. Just a month ago I was out without a turbine shield, and the best SMIC on the planet (CWR replica with Bell core), and IATs were hitting high 60's to 70.

I'd save yourself the hand wringing, and just get an 8374 and a good V-Mount set-up.

Are you running a vented bonnet Peter?

No vented hood (bonnet), though I have one I may try.

Impressive temps even without a vent. I hadn't planned to vent the hood/bonnet(wot wot) but it'd be interesting to see before and after data.

That's damn good temps considering how warm it was!!

I've been running a VMIC for years now, got it from RE:worx, a shop in the UK that I'm sure Marf knows of ;) it would keep temps at approx 10 deg over smbient regardless of boost or cruising. V-mounts are wonderful mods!!

Oh yes indeed, they're in the same town where my brother attended Uni :)

Yeah, that's pretty much the line of thinking that nudged me toward going larger.

(Sorry for the minor derail Peter.. Def gunna want/need to link up with you at Summit Point next year)

RE WORX needs better pics of the stuff on their site. But I digress.

Here's the video from last month at Summit, a shitty 1:25 on R888's. I HATE those tires. I strapped on two year old bald Hoosiers this time and ran 1:21.


Next month at Watkins Glen it should FLY. I've heard the new re-pave has so much grip, people are breaking stuff.

That's a fast lap :nod:

We just had another customer hold 15 psi with his cast IWG 9180 kit with the 3.5" downpipe option. Its also on a street ported engine with no Cat( rest of the exhaust is free flowing 3"). Car made 410rwhp on a mustang dyno( 470rwhp on a dynojet!)

I am really trying to figure out how is it possible to hold low boost with straight throught exahust system? I just swap out a SMB resonated midpipe with 3 inch sub cat, for the magnaflow resonated midpipe, I went for a test drive and in 3rd wot I hit 1:16 bar close to 16:50 psi, boost gauge show indentical reading witht he boost controoler off. Before i had the smb with the RB dual tip with the Boost controller off i hit 9 psi. I have the 8374 IWG kit.

My REW swapped RX-8 is holding 12psi with the 8374iwg, 3" exhaust.
I'm extremely happy with the response from my EFR :)

.

8374 Turblown cast manifold - 3" Exhaust, Aggressive Street Port, couldn't get it lower than 17.5psi up top. It would hold 15 (medium canister) all the way to 6000 and then start to creep. I can probably get it a bit lower with a smaller canister.

I'm going to toss in a high flow cat to quiet it down a bit anyway, so that restriction should add some BP and help me limit the boost. Also throwing in water injection for those times I need to run 91.