Been looking at your website a fair bit today

 

99 RON ~= 93 octane.

Pump gas that has been shown around here is 310-340 whp. If it was 400whp on pump, that'd be a big bump, but I think I've only seen that on BLUE TII's 110 octane dyno?

 

OK - I really could not care less about race gas numbers, I'll never run it so meh

The pump gas dynos(both TII and Julian's) are impressive enough for me

340whp with that kinda response and torque spread? Effin jackpot.

 

Interesting, did know it was common to do coast down on the old dynos in the UK to get an estimated fw figure, pretty much not the case here. Suppose it would be fairly embarrassing installing the new whizz bang computerized one and not getting the same or better.

 

Hey all the printouts are from my car. These are fly wheel figures as said above. It goes alike a free buffet at a wedding i can tell you. Its stupid fast for a road car. Unless your out in the proper open or motorway.

This is in the 3R mode:

 

I know it won't be anytime soon, but hopefully I will be able to contirbute to this thread someday. The difference in my setup is 9.7 rotors that are lightened. Should be interesting.

I just love how smooth and broad the powercurves are with this turbo. No supra peaks.

 

Couple vids of the car at a recent hill climb.

 

Wicked

 

You are making me want to put the EFR 7670 set up from my FC on my FD now...

I guess it would be a good time to test out my stock 3rd gen turbos manifold as quickspool valve idea and see the 7670 low rpm torque when pushed closer to the compressor surge line.

 

Only bad thing of the set up is my home made exhaust system has a really metallic resonance. I think maybe some strapping on the rear can will help eliminate it.

 

I want to drive my car so bad after them vids

 

Results from our EFR 7670 T4 1.05 EWG FD3S system;

FD3S Short Runner Manifold

 

Sad news from my gargage.
I just started stripping down my TII and got to the turbo; the no play but the 7670 shaft takes some effort to spin now.

Turbo probably toast from when the front plate cracked right at the turbo oil feed passage.

So, I have more choices to make for the FD.

8374 looks like the best match for 2 rotor from all the charts/response I have seen and if I don't like the slightly slower response it I can make a 7674 hybrid putting the 7670 compressor side on and getting it rebalanced.

I could still run the 8374 with 3rd gen sequential manifold as quickspool valve for best initial pedal response at auto-x and keep the boost down/switch to both runners at low rpms before surge hits.

Or I could go ahead with sequential twin 7163 dream. Simple single sounds appealing though.

 

Nice endtanks. where do they come from?

 

How did you crack a plate? Do you think it is from the early torque?

 

I need more information about that intercooler. Is it coated or Anodized?

 

How did you crack a plate? Do you think it is from the early torque?

Haven't got the engine apart yet to see.

If it was detonation there should be some signs of excessive combustion heat (leading edge apex seal wear, bigger sideseal gaps, rounded spark plug electrodes)

It was on a full tank of 110, so it is hard to see detonation as a factor. When it went lean on 104 on the dyno at the same boost it just lost power without detonation.

I guess it could have been 10 gallons of non ethanol 92 and 5 gallons of 110 as last time I got gas I did walk away when the attendant was filling and the pumps are next to each other. Still, 2 parts 91 to 1 part 110 should be around 104 due to the aggressive octane enhancement of TEL.

If it was an errant ignition event I guess I will never know and I also don't know how I could figure out if it was from expansion of the aluminum fitting there in the block for turbo oil feed causing a stress riser- though I will look for fretting on the alum fitting.

IDK if torque alone would crack the engine there- I guess it is about where the end of the dowel would put pressure on the front housing from the front housing trying to torque away from the rotor housing with reactionary force through the stationary gear.

I always used to crack the intermediate plates where the aluminum motor mount bolts on before when I had a torque arm from the front iron to the strut topwer. I did take that torque arm off this build in hopes of not breaking the intermediate plate again.

 

Hey guys,

going to report back!

On gate pressure (7psi - 185kw) the curve looks somewhat like you'd expect, climbs and flattens out around 7-8k. On 16psi it climbs rapidly to 5,500rpm then flattens out.

Pull after pull it seemed to do that. We were having some mixture issues up top (it wasn't linear past 6k), some fuel pressure drop - attributed to the pump at this point - a Sard 280lph. Going to put the newer Walbro 450lph E85 in there and relay it and see how we go again. I was a little surprised at first, but then I looked at the graph posted here from the red FD with the 7670 and it does the same thing, screams to 6k and flattens out. Perhaps it's just the compressor? It doesn't LOSE or MAKE power it just flattens out to red line.

It made 250-255 on 15psi, 260-265 on 16psi and 270-275 on 17psi - so was fairly predictable. This is 98 pump gas too and on a Dyno Dynamics which is a bit more conservative, but I am stoked with 270 on 17psi. I set out for punch and response with more power than twins, and it has all of that. From a subjective, pants dyno perspective it feels like driving twins in terms of response, makes positive boost pressure instantly and full boost very fast. I don't think the graph shows that as it starts at like 3krpm. Next time I will get a torque curve and start the run at 2k.

Scheduled to go back and take another crack with the new fuel pump on the 1st. Will keep you updated! For those asking - the intercooler is the Greddy V-Mount kit, and it's all coated in Thermal Dispersant.

 

Great looking set up with awesome results. Very clean look with the car, I hope my FD turns out half as nice.

For the lazy people reading along.


It made 250-255 (335-341hp) on 15psi, 260-265 (348-355hp) on 16psi and 270-275 (361-368hp) on 17psi - so was fairly predictable.

Note: this is pretty close to what I made on Dyno Dynamics, but I had more initial boost with boost fading to where peak hp was (ie 22psi fading to 19psi was 359hp and 26psi fading to 21psi was 369hp). I have seen 10-20hp difference in the tires I run and how my car is strapped as my tuner straps the car securely to both rollers (you make more hp letting the car rise on the forward roller).

My 369hp DD was 420rwhp on a Dynojet so I am sure Enigmatic's 368hp DD is the same.

 

What do you think about the flat spot from 6-8krpm? Is that just the nature of the turbo?

 

Looks like somethihg works as a restrictor. Constant power is like you see on wrc cars for example. Could be turbine our compressor.

 

I would say it is maxing the 57/76mm compressor flow on a rotary ~6,000rpm since that is about all the power we have ever gotten out of that size compressor on a rotary.

EFR isn't magic, its just bad *** science applied.

 

Not bad at all really in reality, I spend majority of my time in that rev range. I can tell you, as you know (Blue), for everyone else - it's punchy as hell. It doesn't lose power up top, it just maintains it. Depends what your goals are too I guess - I set out to make more power than the twins without sacrificing response and getting all the benefits of going single. It's definitely nicer to drive than it was on twins, better throttle response, more efficient, no radiated cabin heat and I make more power (reliably). The Adaptronic is on point, the drivability is amazing. Oh and you get that EFR sound!

 

Yeah, that is all true.

I plotted rear wheel torque at the wheels (so the gearing advantage) per speed for my EFR 7670 set up and saw some interesting things.

At 100mph at the top of 3rd gear it puts down the same torque at the wheels as 100mph in 4th gear and also the same torque at 100mph in 5th gear.

That means your rate of acceleration is the same at 100mph in 3rd, 4th or 5th gear.

That illustrates how easy it is to drive, your gears don't matter that much.

However, it also illustrates how much more torque at the wheels you could gain with an EFR 8374 where the torque doesn't drop in the higher rpms.

I have been looking for a better than Excel free graphing program to dump the data in- if anyone has ideas/preferences feel free to pm me.

 

Yep that very nice until the road is wet, reminds me of my ood vw tdi, 620 Nm/ 270 hp from 3200-5500 rpm. It pulled away in 5th from a focus RS in 3rd and didnt need to run lambda .70 to not grenade, no fuel wasted