a couple photos:



^^^This is one of my favorite manifolds weve ever built at Full-Race. EFR Internal-WG ONLY it will not work with any other turbo. I personally worked hard on this, paying special attention to the runner geometry and smooth flowing runners with no cheats or short radius bends - just optimally flowing properly paired cylinders in a very compact space. This photo shows the mock-up, and you can see part of the collector points at the wastegate port, the other part points at the volute. boost control is rock-solid, zero creep


^^here is a clearer engine bay shot for you jalal - the kit looks sooo clean without wastegates, dumptubes, bov or boost solenoid. everything is right on the turbo, ultra-OEM looking. Its one of the easier kits ive plumbed also, since the oil return is tapped and the feed fitting came from the oil filter housing



fitting 275/35/18 BFG R1 road race slicks, i need less offset or more fender "massaging" since my 18x9.5 are +22 are barely clearing


at the dyno the other day, will try and upload youtube vids next


^^dynochart repost


This is the turbo shaft speed gauge, i really like it. very simple to use. I installed this unit the other day and will be updating firmware today and finishing up the vid on it after. i have to keep stopping whatever im doing to give everyone joyrides, its like the state fair everyone wants to go for a ride

 

I'm jealous of that top mount manifold and the setup looks awesome. I am a true believe of the TS setups based on my own results. I also appreciate the tech tips from FULL RACE as I was building my TS manifold. I contemplated a Short Runner TS design using an internally gated BW turbo, but the turbos are hard to obtain. Please keep posting pics and results.

 

I wouldn't worry about it too much. Garrett has been using ball bearing turbos since the 90's; the technology is well developed. All of the Motorsports turbos are ball bearing, so all the ones used in WRC, Le Mans, Touring car, etc. If they can survive WRC cars running antilag and 24 Hour of LeMans, they'll handle anything any normal person can dish out to them.

Ball bearings were used on a few Nissan applications in the 90's (SR20s) and are currently used on the Ford Powerstroke diesel. If they can survive an OEM diesel application, they are plenty durable.

 

No that's just it. The configuration used by BW in the EFR I think is completely different than the one Garrett uses.
It would be nice to have some good pics or diagrams of the Garrett bearing system. But I don't think they use angular contact bearings. The way the parts are split up (like the inner races) so that they can be assembled is likely different.

Designing and manufacturing a ball bearing system that works robustly at ~140,000 rpm while running on a shaft that is subject to large rapid temperature fluctuations is not exactly a walk in the park.

What I am thinking is that BW tried very hard to hit a home run with this bearing system - rotating inertia wise, and drag wise. I don't think that it is configured the same as any of the other turbo ball bearing systems that are "proven". It is not configured the way I would have tried to do it. My way would still have used 2 angular contact ball bearings, but it would have had more bearing drag and more rotating inertia, because it would require a 3rd bearing at the other end, allowed to float axially. The 2 angular bearings would have been back to back, right next to each other. So basically, my suspicion is that BW took a higher risk approach, hoping to hit a home run performance wise, relying on a long period of testing to run down any real-world problems. I think the testing is .... not exactly over!

 

I can understand your curiosity, but in all honesty - you have no idea what youre talking about with respect to these turbos and what does or does not work. I am not at liberty to address any of this formally, just letting you know these turbo bearings are taking more than 13 times the thrust load that the airwerks turbos can handle, and there is no way for their laboratory test stands to create any more thrust load IE they can not overload these BB's to failure

 

here is a video of the EFR speed sensor install on my evo8- http://www.youtube.com/watch?v=B196nyntLbQ the last few seconds show some in-car footage

 

how much is that speed sensor? i have a proefi ecu now, so it should wire right up.

 

$147 - on the full-race.com site there is plenty more info on this sensor. Since you are running an evo on proefi, you may want to speak with my tuner Chris Moore

 

sent him a couple emails a couple months ago with no reply.

 

I wasn't thinking of bearing failure. I was thinking about bent shafts, which could happen if the shaft oscillation went a little out-of-bounds, which could happen if the bearing clearance opened up a little. Combined with the inability of ball bearings to have any self-damping characteristic. Combined with the neck-down to a smaller diameter that the shaft makes as it goes toward the compressor wheel.

Geoff, I doubt that these items are really an issue and I'm not trying to bad-mouth BW in any way. I just think it's an area of interest. Anybody who has been in engineering for a long time I'm sure has several stories of problems that were not solved until after a product went into production. I sure do. These things are not easy. I understand that you can't get into it in any detail because the information is intellectual property, so I'm not going to bug you for it. I also know that BW has some cool equipment for measuring and watching shaft oscillation, so I'm sure that if there is a problem they will figure it out. Here's a pic from the EFR video showing the display of this machine. Some of the labeling on the display: Shaft motion plot, Shaft motion vs turbo speed, Amplitude. Cool stuff.

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i cant here a thing. haha. pretty sweet to see the turbo and its features though. that monitor system is pretty bad ***.

 

What psi was the turbo run at during the 91octane pull?

 

You still have another 28,000rpm in that turbo Geoff, you're running right in the middle of the compressor map @ 100,000rpm

 

Will Full-Race market a EWG TS EFR Kit??

 

They already have one, call them up.