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I'm still confused why people are talking about a 60#/min turbo not coming on fast enough when they're using a single scroll manifold.
It's a 60lb/min with only a 64trim exhaust wheel.
It spools almost the same as my 30r that is a 52lb/min with a 76trim
Exhaust wheel that was on a 2.0. Vs the 7163 that is on a 2.3l
It's a 60lb/min with only a 64trim exhaust wheel.
It spools almost the same as my 30r that is a 52lb/min with a 76trim
Exhaust wheel that was on a 2.0. Vs the 7163 that is on a 2.3l
@ what boost was the FP operational at?? From what I am seeing, the 7163 has another 5-8 psi of boost to go before you really start to run out of "flow".
Driven Fab seemed to have luck with a "simpler" setup, so I am not sure why the turbo is not performing to your liking .
Not directed at you Brian, but in general I really do think the majority of the Evo crowd are looking for something entirely different from what the original intent towards what the turbo was developed for unfortunately.......
Driven Fab Evo 9 7163 EFR 593/583 Dynojet
Car is an Evo 9, tuned by Johnson Tuning. Mods on the car are as follows:
Driven Fab EFR 7163 Vband Kit
Driven Fab 3.5" Aluminum Exhaust
Driven Fab Catch Can
ID 1300's
Walbro 450
e85
3" intercooler
Stock ECU
Curt Brown ported intake manifold
Built 2.3
- stock crank
- eagle rods 9:1
- ross pistsons
Car made 593/583 on 36 psi before running out of injectors, bumping fuel pressure did nothing so the car was turned down a bit. What an absolute monster this little turbo is, it's quite impressive to say the least. Packs a massive punch in such a small frame.
Both Plots are on e85:
- the blue plot is 34psi peak tapering to ~30ish psi at redline.
- the red plot is 24 psi peak
@ what boost was the FP operational at?? From what I am seeing, the 7163 has another 5-8 psi of boost to go before you really start to run out of "flow".
Driven Fab seemed to have luck with a "simpler" setup, so I am not sure why the turbo is not performing to your liking .
Not directed at you Brian, but in general I really do think the majority of the Evo crowd are looking for something entirely different from what the original intent towards what the turbo was developed for unfortunately.......
on that dyno pull I was at 28psi with small spike to 30.
On the 7163 it did not want to go much past 27. Aaron had to put a
Lot of duty cycle in the boost control setting to get it to maintain 27psi.
But look at other set ups it could also be the fact that CBRD does recerc on the wastegate and others do not. I guess I could alway try and make a dump tube and see
If it changes.
on that dyno pull I was at 28psi with small spike to 30.
On the 7163 it did not want to go much past 27. Aaron had to put a
Lot of duty cycle in the boost control setting to get it to maintain 27psi.
But look at other set ups it could also be the fact that CBRD does recerc on the wastegate and others do not. I guess I could alway try and make a dump tube and see
If it changes.
If the wastegate gases are recirculated at the correct angle in relation to exhaust flow, I am not sure the pumping loss would equate to 50+ WHP. Also, it seems there are a few key setup differences (S2 vs S1 cams, and a little more boost are the most evident) that will more affect performance.
Curious to see how it performs this weekend for you . I hope it all goes well!
GSC S1's: Designed for a rev range of 3000-8000rpms, these cams work well on the stock valve springs. 300-450whp camshaft.
And GSC's site doesn't say it, but those cams are probably really intended for a 2.0L. You're operating outside the limit of the cam. A feel like going to S2's and getting a turbo tachometer to where the turbo is at could help you make more power. You may need to do some trickery with the wastegate to get it to hold more boost if the turbo has headroom for more shaft speed. You could also look into doing a wastegate dump instead of a recirc.
That being said, 550whp at 27psi is pretty phenomenal IMO.
GSC S1's: Designed for a rev range of 3000-8000rpms, these cams work well on the stock valve springs. 300-450whp camshaft.
And GSC's site doesn't say it, but those cams are probably really intended for a 2.0L. You're operating outside the limit of the cam. A feel like going to S2's and getting a turbo tachometer to where the turbo is at could help you make more power. You may need to do some trickery with the wastegate to get it to hold more boost if the turbo has headroom for more shaft speed. You could also look into doing a wastegate dump instead of a recirc.
That being said, 550whp at 27psi is pretty phenomenal IMO.
Oh I understand that. My issue with going to a S2 or an R2 is
It's going to move my power more to the right. Don't really want that
With it being a autocross car. I'm just going to enjoy it for now and
See how it does.
Maybe one of these days GSC can make a R1 cam for is low reving stoker motors that want lots of bottom end and mid range.
Oh I understand that. My issue with going to a S2 or an R2 is
It's going to move my power more to the right. Don't really want that
With it being a autocross car. I'm just going to enjoy it for now and
See how it does.
Maybe one of these days GSC can make a R1 cam for is low reving stoker motors that want lots of bottom end and mid range.
My car starts the torque plateau at 4500 on a stock 2.0L with S2's and the FP red. My car makes peak boost at 4500 (32psi) also. I really don't think you'll lose low end going to S2's. I do think you'll see gains from 5k or 5,500 and up though.
My car starts the torque plateau at 4500 on a stock 2.0L with S2's and the FP red. My car makes peak boost at 4500 (32psi) also. I really don't think you'll lose low end going to S2's. I do think you'll see gains from 5k or 5,500 and up though.
Agreed.
Brianawd, if you look at the S1 vs S2 cam comparison I posted on the last page, you will see you won't lose much (if any) area under the curve going to a S2 . The original test was done on a 2.0 liter from that thread and I think it would be a good move with the 2.3 and the head you have.
Brianawd, if you look at the S1 vs S2 cam comparison I posted on the last page, you will see you won't lose much (if any) area under the curve going to a S2 . The original test was done on a 2.0 liter from that thread and I think it would be a good move with the 2.3 and the head you have.
P.S get some r-comp and stop *****ing about times
Lol next year. I was trying to stay on street tires as long as I could. But
Just can't do it anymore.
Looks to me like the wastegate actuator. Seems that it doesn't hold boost as well as an external wastegate. Seems like mid 30's for boost pressure should be feasible around 5000rpm. Your not at the limit of the compressor wheel 4 sure. Just not holding boost on the wastegate is all. You could try open dump but I bet it wouldn't fix the issue. Your exhaust would have to be very restrictive to loose that kind of power.
. 
. I hope it all goes well!
