Huge difference.

Still waiting for testing on an Evo esp. versus some of the other popular choices.

The EFR 9180 is much smaller than garrett gt42, and the spoolup is incredibly early compared to it. while it is a large turbo, if paired with an engine that can handle it - it is responsive and suitable for world class time attack competition. btw- speed on this straight is a show of how much power the car is making. 298.9 km/h is blazing fast.

correct, the gearbox failed just after the straight

dont get so caught up in his early numbers just yet - their car will get dialed in as will many others, the results will come. here is a comparison just posted up on the skyline forum of an RB26 test comparing Twin EFR 6258 (red) vs twin gt2871R(blue)

http://img220.imageshack.us/img220/6...lt26w6258s.jpg

you can be sure that will happen once the turbos resume shipping over the next few weeks

No, SSE did NOT shave 800lbs ... that was a joking statement made by Eric Hsu. I hope that they do go after weight for 2012 though. That car has a lot more speed in it.

l8r)

The 800lbs/tube frame comment is actually aimed particularly at Garage Revolution RX7 which is basically not really a RX7 as it share a lot more in common with early JGTC car(Circa 02 or so) running tube frame,inboard suspension and feather weight:)

Greg, you need to get some of these on Skyline's in NZ...
My tuner just did one that made 686kwatw (920whp) @ 28psi boost with twin low mount 3071's... Simply amazing :)

Ok, I don't know it's a joke, I have read too fast, sorry...

That's not Gary Sutton's son's one I heard rumour of, on E85? Is it actually GT2871Rs?

A chap down south has had a twin scroll EFR8374 on order for months which I believe will be going on an RB30, look forward to seeing how that goes... should have insane torque!

It sure is. Yeah sorry, it could be 2871's. It was the next step above Gary's car.
I can send you some graphs if you want, flick me a PM if you're keen.
It wasn't running full E85. He's using 50litres of E10, and 10litres of E85.
With Carls porting, smaller cams and that mixture of fuel, it picked up 140kwatw with 1psi less boost, and spooled about 300-400rpm faster... Absolutely sick :)
It's still lifting the head though, and he's running H11/L19 studs.

Geoff, what do you expect the 9180 to make on a average built 2.0? I know BW claims 1000hp and its running a 91mm compressor wheel (exducer I'm guessing) vs the GT42R 102mm and very similar sized turbine wheels.

I know EFR's are supposed to be made to work in higher boost ranges so what kinda boost you think this thing is really going to shine at because 32 psi is still pretty decent amount and only making a low 540whp MD on e85, that's not that much better then a FP red. Not saying it was max tune on 32 psi but everyone really wants these to shine like BW and you guys said they would.

We might as well forget the results of a race team like SSE because they have nothing in common with the average or even semi extreme evo owner.

Lets see a dyno graph of that 540whp already anyway.

"Much smaller"
I what regards?

The compressor exducer is 92.2mm compared to 94mm on the GT4294R. BW seems to measure backplate diameter and not tip diameter, it could easily be 94mm on the exducer with the extended tips?

It looks to be rated at 95 lb/min which puts it a hair under the 56-trim GTX4294R. I wonder how it compares to the 52-trim GTX4294R on flow capacity and pressure ratio as they both have 67mm inducers. Turbine side, same story 80mm on the EFR and 82mm on the GT42. Overall, it seems the EFR9180 is marginally smaller then the GTX4294R?

What is "incredibly early" spool for this turbo?
Looks like ~5300RPM for peak boost on the 2.2L from the dyno chart posted? Definitely good spool, but a friends 2.2L GT4 Celica with a GT4294R setup isn't too far behind that on a Dynojet at 4200' as it passes 600 ft-lbs by 5400 RPM. (Not to mentioned made 860 WHP at 34 psi...)

Twinscroll FTMFW...
On big heavy high HP turbo setups...

I'm not against these things by any means, I'm just not seeing anything earth shattering so far on dyno numbers. Other then that Cobalt, but those numbers just seem to be TOO GOOD to be believable. If others back those kind of power and spool numbers up on the 6758, I'm sold.




Shows promise, but the GT2871R turbochargers seem extremely laggy on a lot of the setups I've seen. Usually 4000+ RPM for full boost on a 2.0L. Seems like a badly matched turbo to start with? It also seems like the GT2871R does nothing but add (A LOT of) lag and lose torque to the GT2860RS until the 350+ HP range.

Just read through this thread - some interesting opinions for sure!

I had a couple of EFR 8374’s on order since late last year, and understand the general frustration expressed by a few in this thread. I finally managed to get my hands on one a week before WTAC to run on my otherwise tarmac-rally spec IX. After reading through all the dire innuendo expressed in a couple of forums, I have to say, we approached tuning the car with some serious reservations. In fact, if time had permitted, I am pretty sure we would have probably reverted to running either my HKS T04z or TS GTX3582 instead.

Tuning the car for a few hours the night before the event, it made an easy 424kw atw at 2.0 bar, despite the fact it was tied down with 6 straps and running soft R’s on the rollers. For reference, the same car, on the same rollers, with the same target boost made 417kw atw running the T04z. Although peak power was comparable, what really surprised me was the relative power down low. At 4500rpm the 8374 was making ~70kw atw more power than the T04z, despite the car now running a 0.2ltr less displacement with the new bottom end.

We took the car to WTAC and flogged it for three days, and the turbo didn’t miss a beat. Ignoring the numbers, trackside the real benefit from the EFR is throttle response. With the T04z, in some short corners I used to left foot brake and get on the gas early to try and get the turbo spooling and get drive off the apex. Now, with the EFR’s responsiveness, not only is the “left foot spool” redundant, there are a couple of corners where I am short shifting and driving out on the much more lineal torque.

We will get back on the rollers later next week and refine the cam timing and balance of tune and then see how it performs at 2.5 bar. My view for what it is worth; product introduction and packaging issues aside, I can’t see why you would run anything else based on what I have seen to date.

SK

I still want to get one of these on a car to evaluate in non TS T3-

Geoff?

cb

Thanks for the review. We appreicate your input. Can you share some dyno plots when you get some time? Thank you.

-Eric

Geoff been great talking to you and again appreciate the info and all the help glad i posted this in here and made a good contact person in you for the future :chug:

I personally can't wait to see what this and the 9180 turbos do in full tilt mode!

I'm sorry John but i'd like to clear things up for all those looking as to not confuse and spread rumors....................but the preliminary #'s i posted were just that preliminary #'s as the boost pressure could not be raised past 32psi and so the pulls were ended very short only 7000ish when the motor can spin to upwards of 9000 rpm.

FWIW on our MD a car making 550 HP in close to full weight will trap 135-140 mph

And that is more than often with higher boost pressures closer to 40psi {thumbup}

If this turbos stays on the car we have a couple of different options to help hold boost better up top we have been in contact with Geoff and will hopefully have some more #'s soon.

I was busy getting my car prep'd for some new mods yesterday and i'm not 100% that our tuner would like the prelim. graph out but i will do my best to get it up here but it's by no means close to being tuned at 100% :)

its just surprising for me that at 32 pounds on E85 you made 550, when people at 25 psi make over 550 on E85 with GT35R sized turbos.