If you look carefully at the dimensions, it isn't the AC, but the transmission bellhousing and mounting bracket that may pose a problem with the compressor cover and LICP. The position of the EFR compressor cover for the EFR looks like it will be moved ~2" laterally toward the driver's side as compared to a Garrett GT35R.

 

Ok, I've got a question for the propellerheads ... about how much whp would being able to flow 14 more lbs. of air translate to? Just looking for a ballpark figure on 93oct and 100Oct. gas.

l8r)

 

When I worked at HPF we ran into this problem. The kits were initially built for GT3582R's with a BB chra. When we tried to put an SC6776RS on... it hit the engine mount/trans bellhousing. It did this because the center section was longer axially.

Given the very small amount of room between the turbine discharge and the AC... turbo kit mfgrs will push the compressor housing as close to the transmisstion bellhousing as they can. By swapping turbo's you may be running into space/time issues.

i don't think this turbo will be a direct swap on all existing manifolds, but *may* fit.

 

On the Full-Race site they already tell you that you should notch the lower mount for Borg Warners...

 

I wish i waited for this turbo b4 I bought mine....

 

PR of 3 would actually give you more like 25 psi in the intake manifold, depending on the pressure drops in your air filter, intercooler, piping, and TB. Kind of a detail, but it does make you appreciate the high PR capabilities of the Borg compressors even more.

 

Thats for the 3" compressor outlet on the old style turbos.

 

Found this pricing:

http://www.diesel-plus.com/turbo_sea...rgWarner%20EFR

 

Wow. $3k and BW does not compute.

 

Prices are lining up with the GTX Garrett turbos it seems. Maybe the prices will be a llittle better when they actually start selling perhaps.

 

3k? Looks like Im going hta..............

 

Yeah holy crap, I'll just be sticking with my BW 84-75.

 

2500 might be a lot for a turbo, but when you consider a hta at 1700, then add a tial mvr for 400 and a tial 50mm bov for 250 , and a boost control solenoid for 100 thats an easy 2450 then on top of it you need a dumptube fabricated (1-150) and a flange welded to your UICP(100) 2650 total....

After doing that math these turbos make a LOT of sense. Even if it was 3 grand for the small units pricing makes sense considering what you have to pay for the seperate components. Then when you factor in the convenience and new technology these turbo's feature you realize they are really not that expensive at all.

Sam

 

the 7670 is the 35r size turbo. its priced at 2539 for T4 internal gate version. the non gated t4 version is 2254. This is the one I hope we get to see swapped into someones TS 35r setup on a back to back test.

hopefully some savy vender will see the need to make a head/downpipe combo to utilize the internally gated versions. I would like to see how the 7064 and 7670 work with the internal gates. a simple header with no wastegates would be cheap to produce. eliminating more complex mani with twin gates, the twin mvs gates, and two wastegate down pipes could make the cost of using one of these very attractive.

I would expect these prices may come down once competition takes place.. These might even be list prices

 

Gotta pay to play. The new benchmark has been set.