Rx7 13b precision single turbo
The following 2 users liked this post by TwinCharged RX7:
fendamonky (06-18-19),
ZZ33 (07-16-19)
The following users liked this post:
ZZ33 (07-16-19)
06-03-19, 11:28 AM
#6
Precision turbo would not be the best choice for the least amount of lag. An EFR 8374 would give the least amount of lag, but the 8474 would be better suited to the port style.
https://turbosource.com/collections/...-ewg-turbo-kit
https://turbosource.com/collections/...-ewg-turbo-kit
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ZZ33 (07-16-19)
06-03-19, 12:12 PM
#7
I ran a PT 6266 on my stock port 13b for a couple of years and it was a perfect street turbo for that port. You can make 400-500hp, there is little to no lag, and its a comfortable power level for a number of the stock systems on the car to support (meaning you don't have to rebuild the whole car to handle the turbo upgrade).
Skeese
Skeese
Trending Topics
06-03-19, 12:16 PM
#8
Precision turbo would not be the best choice for the least amount of lag. An EFR 8374 would give the least amount of lag, but the 8474 would be better suited to the port style.
https://turbosource.com/collections/...-ewg-turbo-kit
https://turbosource.com/collections/...-ewg-turbo-kit
The following 2 users liked this post by Skeese:
KNONFS (06-06-19),
RGHTBrainDesign (06-04-19)
06-06-19, 10:31 AM
#9
Racing Rotary Since 1983
iTrader: (6)
"Bridgeport shifts power higher in the rpm range. That's the opposite of your quest for no lag"
by increasing the amount of time both the intake and exhaust ports open you get intake dilution and less power until the intake momentum overcomes the exhaust pollution. therefore you are shifting peak torque to a higher rpm. since the FD weighs 2960 it takes a lot of engineering to hook up much over 600... and 600 is often sideways. i would personally prefer a very well executed raceport that will deliver earlier peak torque and easily make 600. if the car does nothing but race, a bridgeport may be appropriate. the rotary is no different than a piston engine re overlap.
since you mention lag... it seems like you want immediate pedal response... port configuration is near the top of MANY factors.
as to turbo lag... this is the 21st century and the current turbos are not like 10+ years ago. properly fixtured and tuned lag is not an issue with most turbos these days. if you are looking for hp and boost at 2500 rpm buy a Buick. there is always a tradeoff between low end and hi end. the motor is really happy from 5000 to 8000... run it there, that's why you have a gearbox.
so you have many turbo options.
as IRP correctly states... "Before choosing a turbo, you really need to decide on your power goals and budget."
from my website:
Rear Wheel Power To Weight Ratios
2018 Corvette ZL1 LT5 3750/ 642 = 5.84
2018 Corvette ZO6 LT4 3619/ 553 = 6.54
2018 Porsche Turbo S 3550/ 516 = 6.88
2018 McLaren 570S 3300/ 478 = 6.90
2018 Merc Benz AMG GT C 3804/ 468 = 8.13
2018 Accura NSX 3868/ 425 = 9.1
Nisson GTR NISMO 3920/ 510 = 7.69
2019 Aston Martin Superleggara 4100/ 608 = 6.74
2018 Ferrari 812 Superfast 3593/ 671 = 5.35
1993 Mazda RX7 2862/ 215 = 13.31
1993 Mazda RX7 2862/ 350 = 8.18
1993 Mazda RX7 2862/ 400 = 7.15
1993 Mazda RX7 2862/ 450 = 6.36
1993 Mazda RX7 2862/ 500 = 5.72
1993 Mazda RX7 2862/ 550 = 5.2
1993 Mazda RX7 2862/ 600 = 4.77
A 550 rwhp RX7 has a better power to weight ratio than all of the above cars!
so maybe you don't need 800 hp...
i responded to this thread primarily because your interest in Precision turbos.
the newer GEN 2 turbos are awesome. i spent a day touring their facilities hosted by Dan Barlog, Chief Engineer and was very impressed. Precision started 30 years ago and followed the typical path of a startup. it is very neat to see the succession of larger and larger buildings with more and more sophisticated machinery inside. Unlike Borg Warner, a 9 Billion $ Revenue company serving primarily the OE market Precision was started by a racer's racer (Harry Hruska) and is singularly focused on the sharp end of performance. Many BW engineers look at Precision with a wishful eye as BW turbos (including the racing side) have to live under somewhat burdensome constraints. while this is a good thing it does come with a price which is a slight discount to performance.
while many of us appreciate the 40% lighter EFR titanium aluminide turbine wheel (fast spool), there may be another side... according to Dan, Precision tried the material and found they were unable to shape it to their desired configuration and chose "flow over weight."
of course that could be hype... we do know that the BW EFRs do spool faster than their SX-E brothers... a bit.
all i can say is if you look at various serious race classes Precision is generally on the top of the podium
BTW, i have yet to test one and a BW EFR 9180 is currently on my car... an easy 585 hp at 25 psi and zero lag. keep in mind that your system and tuning has more to do with lag than the turbo. it is complicated to do it right.
as to a specific Precision recommendation:
GEN2 6266SP 600 rotary rwhp
GEN2 6466 692 rotary rwhp
they do have a GEN2 6062 575 but the hotside is too small for the rotary.
your general BW options are
EFR 8374 530 rotary rwhp excellent for many... no lag
EFR 9180 655 almost no lag
EFR 8474 693 since 550 beats all the supercars listed do you need 700 hp? small hotside doesn't work well on a rotary, prefer 9180.
SX-E 62 570
SX-E 66 655 low Trim adds mid range boost
SX-E line is well engineered and 40% of the cost of the EFR line... love both.
there are two surprises when ditching the unfortunately designed OE turbo system.
so many other support systems need to be purchased and it is easy to make the wrong choices... but big $s total
the other is a positive: way less backpressure if done right and a healthier engine V the OE system
good luck
by increasing the amount of time both the intake and exhaust ports open you get intake dilution and less power until the intake momentum overcomes the exhaust pollution. therefore you are shifting peak torque to a higher rpm. since the FD weighs 2960 it takes a lot of engineering to hook up much over 600... and 600 is often sideways. i would personally prefer a very well executed raceport that will deliver earlier peak torque and easily make 600. if the car does nothing but race, a bridgeport may be appropriate. the rotary is no different than a piston engine re overlap.
since you mention lag... it seems like you want immediate pedal response... port configuration is near the top of MANY factors.
as to turbo lag... this is the 21st century and the current turbos are not like 10+ years ago. properly fixtured and tuned lag is not an issue with most turbos these days. if you are looking for hp and boost at 2500 rpm buy a Buick. there is always a tradeoff between low end and hi end. the motor is really happy from 5000 to 8000... run it there, that's why you have a gearbox.
so you have many turbo options.
as IRP correctly states... "Before choosing a turbo, you really need to decide on your power goals and budget."
from my website:
Rear Wheel Power To Weight Ratios
2018 Corvette ZL1 LT5 3750/ 642 = 5.84
2018 Corvette ZO6 LT4 3619/ 553 = 6.54
2018 Porsche Turbo S 3550/ 516 = 6.88
2018 McLaren 570S 3300/ 478 = 6.90
2018 Merc Benz AMG GT C 3804/ 468 = 8.13
2018 Accura NSX 3868/ 425 = 9.1
Nisson GTR NISMO 3920/ 510 = 7.69
2019 Aston Martin Superleggara 4100/ 608 = 6.74
2018 Ferrari 812 Superfast 3593/ 671 = 5.35
1993 Mazda RX7 2862/ 215 = 13.31
1993 Mazda RX7 2862/ 350 = 8.18
1993 Mazda RX7 2862/ 400 = 7.15
1993 Mazda RX7 2862/ 450 = 6.36
1993 Mazda RX7 2862/ 500 = 5.72
1993 Mazda RX7 2862/ 550 = 5.2
1993 Mazda RX7 2862/ 600 = 4.77
A 550 rwhp RX7 has a better power to weight ratio than all of the above cars!
so maybe you don't need 800 hp...
i responded to this thread primarily because your interest in Precision turbos.
the newer GEN 2 turbos are awesome. i spent a day touring their facilities hosted by Dan Barlog, Chief Engineer and was very impressed. Precision started 30 years ago and followed the typical path of a startup. it is very neat to see the succession of larger and larger buildings with more and more sophisticated machinery inside. Unlike Borg Warner, a 9 Billion $ Revenue company serving primarily the OE market Precision was started by a racer's racer (Harry Hruska) and is singularly focused on the sharp end of performance. Many BW engineers look at Precision with a wishful eye as BW turbos (including the racing side) have to live under somewhat burdensome constraints. while this is a good thing it does come with a price which is a slight discount to performance.
while many of us appreciate the 40% lighter EFR titanium aluminide turbine wheel (fast spool), there may be another side... according to Dan, Precision tried the material and found they were unable to shape it to their desired configuration and chose "flow over weight."
of course that could be hype... we do know that the BW EFRs do spool faster than their SX-E brothers... a bit.
all i can say is if you look at various serious race classes Precision is generally on the top of the podium
BTW, i have yet to test one and a BW EFR 9180 is currently on my car... an easy 585 hp at 25 psi and zero lag. keep in mind that your system and tuning has more to do with lag than the turbo. it is complicated to do it right.
as to a specific Precision recommendation:
GEN2 6266SP 600 rotary rwhp
GEN2 6466 692 rotary rwhp
they do have a GEN2 6062 575 but the hotside is too small for the rotary.
your general BW options are
EFR 8374 530 rotary rwhp excellent for many... no lag
EFR 9180 655 almost no lag
EFR 8474 693 since 550 beats all the supercars listed do you need 700 hp? small hotside doesn't work well on a rotary, prefer 9180.
SX-E 62 570
SX-E 66 655 low Trim adds mid range boost
SX-E line is well engineered and 40% of the cost of the EFR line... love both.
there are two surprises when ditching the unfortunately designed OE turbo system.
so many other support systems need to be purchased and it is easy to make the wrong choices... but big $s total
the other is a positive: way less backpressure if done right and a healthier engine V the OE system
good luck
Last edited by Howard Coleman; 06-24-19 at 08:51 AM.
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