New BW EFR Turbo Thread
Great journal article. While I don't have a Garrett equivalent article, I would bet they came to the same conclusions on the TiAl turbine wheels. Just based on a post I read from a Garrett guy that is on here anyway. Although, it is worth considering the TiAl wheel only lost out because of an assumed 5% reduction in thermal efficiency due to a compromised blade design to make it more robust to deal with FO impacts. There might be some flex room in there to make the TiAl slightly less robust without taking such a big hit on thermal efficiency. Even then though, it seems like you are just compromising reliability for minor gains that could easily be lost with simply an improper turbine to compressor wheel match up.
Getting back to MFT design for a second, one interesting aspect of that paper is an obvious difference in wheel shape (Figure 2) where the MFT appears more suited to make better use of axial flow, while this picture from FR comparing an EFR MFT to an EFR RFT shows no obvious difference in fin design apart from the extended tips on the MFT.
That said, the differences shown in figure 2 may not apply on the TiAL BW wheel due to manufacturing constraints. Or the more simple explanation, that's not an actual mixed flow turbine wheel in the picture you posted. Due to timing, they may have simply cut a normal wheel down for demonstrational purposes to show the main difference before an actual production piece was available. I do agree that it doesn't look like the ideal mft by IHI's article... but as already mentioned, IHI and BW could have different criteria to determine "ideal."
Last edited by 03whitegsr; Jan 3, 2014 at 08:34 AM.
Evolving Member
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From: Mattawan, MI
I agree not all of them are "pushing them hard" at this point, but I haven't read of any more failures since the parts source switch.
Some good shots of the turbo in here:
Last edited by RWD4G63; Jan 3, 2014 at 10:25 AM.
I imagine the next year will probably help as I know they are starting to get more of them shipped out. I bet a lot are sitting on a shelf though while the car is in the middle of some never ending build.
Maybe there is something to the PTE stuff in that they fit just like the older Garrett stuff so people can drop them right into old turbo kits with minimal down time. Even the gtx stuff often can not be used in place of a non gt series Garrett turbo in older turbo kits...
Maybe there is something to the PTE stuff in that they fit just like the older Garrett stuff so people can drop them right into old turbo kits with minimal down time. Even the gtx stuff often can not be used in place of a non gt series Garrett turbo in older turbo kits...
Evolving Member
Joined: Dec 2012
Posts: 153
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From: Mattawan, MI
I imagine the next year will probably help as I know they are starting to get more of them shipped out. I bet a lot are sitting on a shelf though while the car is in the middle of some never ending build.
Maybe there is something to the PTE stuff in that they fit just like the older Garrett stuff so people can drop them right into old turbo kits with minimal down time. Even the gtx stuff often can not be used in place of a non gt series Garrett turbo in older turbo kits...
Maybe there is something to the PTE stuff in that they fit just like the older Garrett stuff so people can drop them right into old turbo kits with minimal down time. Even the gtx stuff often can not be used in place of a non gt series Garrett turbo in older turbo kits...
But that's almost a different market niche. I'd say most people in the market for EFR's or GTX's want the best system available, and are willing to upgrade. PTE's are cheap enough and hyped enough where people want to adapt them to old kits. Does that make sense? I don't know, that's just my two cents.
Needless to say, I would really really love to experience a twin-scroll 7163 on a 4G or other 2.0liter that had a transmission strong enough to handle the torque load.
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Awesome! Definitely have to let us know how it goes.
Yeah, I think a 2.3L with a TS 7163 or GTX3071R would be about the ideal setup for a street car. Use ecu controlled boost to keep the torque spike in check then add some boost as VE drops. V8 like torque and response and 500+ hp out to 8500rpm. Yes please.
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EvoM Guru
iTrader: (50)
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From: Tri-Cities, WA // Portland, OR
Yes IWG. Probably going to have English Racing build all the supporting parts. Trying to avoid having the swap out the radiator that is required with the FR kit.
My goal is full boost by 3700 rpm in 3rd gear and 530-540 whp.
My goal is full boost by 3700 rpm in 3rd gear and 530-540 whp.
I was going to get this and have local built short runner mani.
4 cylinder divided t4 cast stainless steel merge collector
http://www.ebay.com/itm/110993363686...84.m1423.l2649
4 cylinder divided t4 cast stainless steel merge collector
http://www.ebay.com/itm/110993363686...84.m1423.l2649
EvoM Guru
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From: Tri-Cities, WA // Portland, OR
I was going to get this and have local built short runner mani.
4 cylinder divided t4 cast stainless steel merge collector
http://www.ebay.com/itm/110993363686...84.m1423.l2649
4 cylinder divided t4 cast stainless steel merge collector
http://www.ebay.com/itm/110993363686...84.m1423.l2649
All the EFR turbos are very long. While the dimensional specs on the 7163 have yet to be released, the TS T4 IWG version will likely be 10" end-to-end just like the 6758. I'm pretty sure that wont fit in a bottom mount configuration, even with the turbo tilted a bit to try to make room for the DP. The TS T4 EWG will probably be 8.5". Since FR has been able to do a bottom mount with the 7670 and 8374 EWG, should be even easier to do this one in bottom mount.