EFR9180 748rwhp 558KW
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EFR9180 748rwhp 558KW
So now that the drift season has finished we went back to the dyno to try out the 1.45 turbine housing (was 1.05). This is a back to back test. The only other change was larger primary injectors. I was hoping for another 40- 50hp all said and done so the result was a surprise.
Dyno sheet on the left: 1.05 vs 1.45 - no other changes. 24.5psi
The engine made more power through most of the rev range - same boost, same AFR, same ign timing. Compressor speed was 1000rpm lower at the same boost (99000rpm).
Dyno sheet on the right: 1.05 vs 1.45 - +2psi. 26.5psi
Then we tried 2psi more and got a decent increase power. 2 psi was it though - we're out of either w/gate spring or compressor, or both. We ran out of time on the dyno so I did not get a chance to change ignition timing etc so there is potentially a little more power left on the table.
Worth noting - since I built the engine it's done done 2.5 drift seasons (2.5 years) and a heap of practice days and dyno testing (about 50 days at the track) and still appears to be strong. I'll pull it down for inspection before next season, just to be safe.
S5 89-91 13B semi-pp
Stock upper intake & throttle body, modified lower intake
9180, 1.45 turbine (was 1.05), twin Tial 44 gates
4in exhaust
Link G4 ecu
IGN-1A coils
E85 fuel
Dyno sheet on the left: 1.05 vs 1.45 - no other changes. 24.5psi
The engine made more power through most of the rev range - same boost, same AFR, same ign timing. Compressor speed was 1000rpm lower at the same boost (99000rpm).
Dyno sheet on the right: 1.05 vs 1.45 - +2psi. 26.5psi
Then we tried 2psi more and got a decent increase power. 2 psi was it though - we're out of either w/gate spring or compressor, or both. We ran out of time on the dyno so I did not get a chance to change ignition timing etc so there is potentially a little more power left on the table.
Worth noting - since I built the engine it's done done 2.5 drift seasons (2.5 years) and a heap of practice days and dyno testing (about 50 days at the track) and still appears to be strong. I'll pull it down for inspection before next season, just to be safe.
S5 89-91 13B semi-pp
Stock upper intake & throttle body, modified lower intake
9180, 1.45 turbine (was 1.05), twin Tial 44 gates
4in exhaust
Link G4 ecu
IGN-1A coils
E85 fuel
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From: 3116
https://www.facebook.com/DaviesSteedmanRacing/videos/1445406665479386/
Once the car goes back to the track for a test day we'll know if transient response is any slower. I can't see it being much different as spool on the dyno is the same and the turbo rotating mass hasn't changed.
Once the car goes back to the track for a test day we'll know if transient response is any slower. I can't see it being much different as spool on the dyno is the same and the turbo rotating mass hasn't changed.
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Left is 1.05 and right is 1.45, IIRC, although it's stated in the post. There are two different graphs/sheets in the image.
No
1.45AR is the Blue lines and 1.05AR is the Red lines.
Dyno sheet on the Right is the same 1.05AR dyno in Red lines and a higher 26.5psi 1.45AR dyno in Blue lines.
Dyno sheet on the left: 1.05 vs 1.45 - no other changes. 24.5psi
Dyno sheet on the Right is the same 1.05AR dyno in Red lines and a higher 26.5psi 1.45AR dyno in Blue lines.
Dyno sheet on the right: 1.05 vs 1.45 - +2psi. 26.5psi
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Posts: 761
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From: Walnut, CA
could your share your injector/fuel pump/fuel pressure setup? and the injector duty cycle at this power level, thanks !
So now that the drift season has finished we went back to the dyno to try out the 1.45 turbine housing (was 1.05). This is a back to back test. The only other change was larger primary injectors. I was hoping for another 40- 50hp all said and done so the result was a surprise.
Dyno sheet on the left: 1.05 vs 1.45 - no other changes. 24.5psi
The engine made more power through most of the rev range - same boost, same AFR, same ign timing. Compressor speed was 1000rpm lower at the same boost (99000rpm).
Dyno sheet on the right: 1.05 vs 1.45 - +2psi. 26.5psi
Then we tried 2psi more and got a decent increase power. 2 psi was it though - we're out of either w/gate spring or compressor, or both. We ran out of time on the dyno so I did not get a chance to change ignition timing etc so there is potentially a little more power left on the table.
Worth noting - since I built the engine it's done done 2.5 drift seasons (2.5 years) and a heap of practice days and dyno testing (about 50 days at the track) and still appears to be strong. I'll pull it down for inspection before next season, just to be safe.
S5 89-91 13B semi-pp
Stock upper intake & throttle body, modified lower intake
9180, 1.45 turbine (was 1.05), twin Tial 44 gates
4in exhaust
Link G4 ecu
IGN-1A coils
E85 fuel
Dyno sheet on the left: 1.05 vs 1.45 - no other changes. 24.5psi
The engine made more power through most of the rev range - same boost, same AFR, same ign timing. Compressor speed was 1000rpm lower at the same boost (99000rpm).
Dyno sheet on the right: 1.05 vs 1.45 - +2psi. 26.5psi
Then we tried 2psi more and got a decent increase power. 2 psi was it though - we're out of either w/gate spring or compressor, or both. We ran out of time on the dyno so I did not get a chance to change ignition timing etc so there is potentially a little more power left on the table.
Worth noting - since I built the engine it's done done 2.5 drift seasons (2.5 years) and a heap of practice days and dyno testing (about 50 days at the track) and still appears to be strong. I'll pull it down for inspection before next season, just to be safe.
S5 89-91 13B semi-pp
Stock upper intake & throttle body, modified lower intake
9180, 1.45 turbine (was 1.05), twin Tial 44 gates
4in exhaust
Link G4 ecu
IGN-1A coils
E85 fuel
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Joined: Jun 2009
Posts: 152
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From: 3116
I'm looking for similar numbers, but think I'm likely to run out of turbo given I'm limited to a 0.92 AR with the IWG 9180. I was planning to run 45 PSI and only have mine working at ~75 PSI with 30lbs from the turbo.
Skeese
I've been wondering for a while as I'm thinking the turbo may well become the choke point of my motor.
Skeese
The "Super Core" (compressor housing, wheels and center housing) is the same for EWG and IWG versions.
Only ones that are different are the Indy Car turbos of the same sizes (6758, 7163 and 9180) that have a different compressor cover without the BOV and a 3 bolt inlet. Even these have the bolt holes for the IWG actuator bracket on the compressor back plate though.
So yes, you could swap from the 0.92AR IWG exhaust housing to the 1.05AR or 1.45AR EWG exhaust housings with a change of manifold and possibly modifications to the downpipe and oil/coolant lines (if you don't custom make the manifold to place the turbo in the same location as the IWG manifold).
Only ones that are different are the Indy Car turbos of the same sizes (6758, 7163 and 9180) that have a different compressor cover without the BOV and a 3 bolt inlet. Even these have the bolt holes for the IWG actuator bracket on the compressor back plate though.
So yes, you could swap from the 0.92AR IWG exhaust housing to the 1.05AR or 1.45AR EWG exhaust housings with a change of manifold and possibly modifications to the downpipe and oil/coolant lines (if you don't custom make the manifold to place the turbo in the same location as the IWG manifold).
The "Super Core" (compressor housing, wheels and center housing) is the same for EWG and IWG versions.
Only ones that are different are the Indy Car turbos of the same sizes (6758, 7163 and 9180) that have a different compressor cover without the BOV and a 3 bolt inlet. Even these have the bolt holes for the IWG actuator bracket on the compressor back plate though.
So yes, you could swap from the 0.92AR IWG exhaust housing to the 1.05AR or 1.45AR EWG exhaust housings with a change of manifold and possibly modifications to the downpipe and oil/coolant lines (if you don't custom make the manifold to place the turbo in the same location as the IWG manifold).
Only ones that are different are the Indy Car turbos of the same sizes (6758, 7163 and 9180) that have a different compressor cover without the BOV and a 3 bolt inlet. Even these have the bolt holes for the IWG actuator bracket on the compressor back plate though.
So yes, you could swap from the 0.92AR IWG exhaust housing to the 1.05AR or 1.45AR EWG exhaust housings with a change of manifold and possibly modifications to the downpipe and oil/coolant lines (if you don't custom make the manifold to place the turbo in the same location as the IWG manifold).
Skeese
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From: San Jose, CA
Otherwise we have tons of other 21mm options, most of which referenced in this thread: https://www.rx7club.com/single-turbo...1022355/page4/
Originally Posted by BLUE TII
The "Super Core" (compressor housing, wheels and center housing) is the same for EWG and IWG versions.
Only ones that are different are the Indy Car turbos of the same sizes (6758, 7163 and 9180) that have a different compressor cover without the BOV and a 3 bolt inlet. Even these have the bolt holes for the IWG actuator bracket on the compressor back plate though.
So yes, you could swap from the 0.92AR IWG exhaust housing to the 1.05AR or 1.45AR EWG exhaust housings with a change of manifold and possibly modifications to the downpipe and oil/coolant lines (if you don't custom make the manifold to place the turbo in the same location as the IWG manifold).
Only ones that are different are the Indy Car turbos of the same sizes (6758, 7163 and 9180) that have a different compressor cover without the BOV and a 3 bolt inlet. Even these have the bolt holes for the IWG actuator bracket on the compressor back plate though.
So yes, you could swap from the 0.92AR IWG exhaust housing to the 1.05AR or 1.45AR EWG exhaust housings with a change of manifold and possibly modifications to the downpipe and oil/coolant lines (if you don't custom make the manifold to place the turbo in the same location as the IWG manifold).
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