Yes, they have great spool but the overall powerband is huge. They hold the power level over a huge amount of RPMS. Plus they have built in BOVs and come in IWG or EWG.


You will need a different exhaust manifold and also downpipe. They are T3 or T4
housings and they have to placed in a particular spot to clear everything due to the length of the overall turbo.

 

Among the EFRs, the 7163 is what you'd want. Should be good for 400-450 whp depending on the quality of the pump gas.

As Michael said, the hotside comes in several different configurations and A/R ratios. The twin scroll is currently only available as an internal waste gate version. I have heard that Geoff has designed and built a new exhaust manifold for this TS T4 IWG version. In my conversations with BW, they said that the TS hotside should be good for 97% of the power of the SS version while having much better transient response. I think the heavy duty TurboSmart WGA is needed though. I happen to have that turbo and WGA available if you are interested.

 

7163 vs new bbk when is it gonna happen?

 

Sounds very interesting, I'll have to hold off for a bit as I have a lot going on right now.

How does the spool compare to a JB FP Green?

 

If you mean transient response, it will be much better.

 

The 7163 should be compared to a HTA3076r or GTX3076r for overall power potential on .82 AR. Spool on a dyno is almost identical to these two garrett options, but transient is much better due to a turbine that isn't a turd and undersized. Not a knock on FP, as their compressors work well.

I really would love to see a hypothetical 68lb/min 59mm 7670 revamped with mixed flow and put into a vband in/out b1 frame. I am aware of the reasons it can't right now(mainly housing meat and turbine length), but the IWG 7163 packages really nicely in very tight places, like behind the motor on a Audi TTRS. It would be nice to have an upgrade path above the 7163

 

That's a nice picture. Looks like the Audi has lots of room for a gently curved turbine outlet pipe, and it is more on the compressor inlet where the air slams into a rather hard 90 degree bend.
Anyway on that turbine outlet, can you say what the bend radius is of the pipe there, and what the pipe diameter is?
Also, is the pipe truly tangent to the turbine outlet where they meet, or is there a bit of an angle there (non-tangent)? Can't really tell in this view.

 

Both the inlet and the outlet bend radius's are dictated by packaging constraints. Thus my desire for a 7670 to be packaged into a b1 frame size, as the small b1 is already hard to stick in compact car bays, especially on cars like the evoX or this TTRS where the turbo is against the firewall.

Though the downpipe is using all full radius bends with no cheat. Doesn't get much better then that.

 

Here is that same STi however we switched from the V Band to the twin scroll (along with an air to water instead of a TMIC)

 

Why more boost?

 

Its less boost (and power) with the twin scroll, though definitely interested in why different boost levels were used - if it's capable of making similar power then that'd be awesome but the result doesn't suggest that.

 

This car is an SCCA Solo car so the owner was looking for more down low and slightly better transient out of low speed turns - boost on the dyno peak numbers are a little high but they both make 34~ psi in the logs peak but the slightly more restrictive t4 housing wouldn't do anymore up top power or boost wise - however at 2800rpm it is up 60lb/ft of torque over the vband housing

 

Ah the ib app doesn't enlarge pics enough..

 

Awesome! !

At what rpm do you think a 4g63 2.0l would hit 300wtq on 93 pump gas on this turbo?

 

kinda what I expected to see with the TS. to me the open scroll looks like more fun for a street car. but it does pick up a heap down low. great for track car.

still want to see results on a well prepped 4g63. wonder if geoff finished his car yet?