He said the motor has a compression problem.

 

Haha~ Yes, it will never be fair comparison for efr... I am just trying to share what the new efr turbo could offer..

Previously, I need C16 @ 2bar to deliver 652hp from the GT35.. Advance the cam degree and more aggresive ignition timings for more responsiveness on track..

With the new EFR8374, only pump gas (cheaper option and don't need to carry the additional C16 to track) and uses less boost to address heating issues... Furthermore, cam settings are neutral now and ignition timing are less agressive

On the road, TOTALLY AWESOME! The way the efr builds boost on and off throttle is GREAT! Maybe is from the twin-scroll configuration but still... WOW! We did log the transient boost of the open scroll GT35... I am waiting till April (car still got compression issues to address first and F1 in Sepang - whole of March close) to log the transient boost of the new efr.. But I got a feeling the new efr is going to give much better instantaneous boost response...

 

Yes, spot on..

Initially, we also thought the turbo dies off quickly... then one of the hoses along the water radiator system blew off.. indicating a change in pressure within the chamber.. a quick check confirms that head lifted and we loss compression...

 

Sorry mate, I only purchased the efr turbo and exhaust manifold from full-race.. we fabricated the rest of the stuffs...

 

Yes you are right... maybe 2psi doesn't seems a lot.. I must apologies for that.

But lesser boost pressure sure helps in addressing the overheating issues on track.. together with less aggressive timing.. i am able to replicate the same power and torque I need without pushing the turbo.. constant lap time, ability to go lap after lap, and reliability is what I really need...

The plain old GT35 is on A/R0.82 for faster spool.. 652hp with C16 is pretty much what I can squeeze out of this tubro based on its compressor map.. Unless I am wrong in reading the map.. but still Garett rated it at 675hp max.

 

I don't think you will find the people here understand this, its all about dyno charts

 

i kinda agree but also disagree. i have TS so i know what your talking about with response. BUT. for me to compare a 8374 to a 35r or 3586 with the info posted im disappointed. BUT we have not seen it on full tilt either. so i will still keep it in mind for when i swap turbos because it is still a nice turbo.

 

we are just looking at the data he has given us.

if he gave us the transient response data, then that would help.

 

just heard back from another 8374 user: "Interestingly my tuner said there seems to be still alot more left in the setup, we picked up 60 nm of torque and 60whp raising boost from 1.9 to 2.1 bar ... so at 2.2-2.3 bar hopefully pick up another 60whp and nudge torque over the 800 nm. Will update you"

 

Sounds promising, though to be fair that sounds like an unrealistic rate of increase at that boost- probably partly due to dialling in tune related stuff etc... unless of course the car is making >800whp at 2bar

What are the actual power numbers it was making?

 

60WHP for 3 psi is steep, but I've seen similar before under certain conditions and wouldn't rule it out completely.

Tim Radley, I think lots of people understand turbochargers more then just a dynochart. Problem is, that's all we've got at this time so you are going to get discussions that focus on that data.

The real question though, the TS 8374 is reported as having better transient response then the SS GT35R. Is it the turbo or simply the TS setup?

 

it's both

 

******* not having the money to just buy this kind of stuff, test it and find out - keep it and love it if it works well and then try and learn "Why", or just bin it and call it if not.

Found the car you are talking about, very interesting seeing the comparison with its old setup (GT4088R @ 1.9bar on VP109 - solid line), now running EFR8374 @ 2.1bar on E85. Shame the fuel and boost levels are different, not apples and apples. The fact the spool isn't much different on the dyno is really interesting, the guy swears that its better on the road and I'd believe it too - but being his old setup was a GT4088R thats probably not hard.... I'd be hoping for it to be in at least GT3582R territory.



Good to see results finally showing up, and haven't heard of any reliability issues of late.

 

I know plenty understand this but plenty are also trying to slam the EFR based purely on the dyno charts and some of us are just trying to suggest maybe those people have a slightly more open mind and view it from more than one angle.

I think a fairer comparison would be a T4 8374 up against a TS GT35, not SS GT35. There you have comparable compressors with different technology and both twin scroll EWG.

Or as i suggested earlier, comparing the IG 8374 Geoff has with an FP black BB core as they are also very similar designs as well. Will a stock head lightly forged 2.0 black make the power and spool Geoff saw at the boost he was running?

My gut feeling is overall the EFR would outperform in both those scenarios in both area under the chart and transient. I'm more than happy to be proven wrong though as it least i'd be learning something new. Also like to add i'm taking no sides and don't trade in any turbo's.

 

The 40R looks to have a better powerband. The EFR drops off torque early in here again, from 6000rpm it seems to be all over for the EFR. Unless is related to something else, its not representing very favourably.