10-26-2020, 08:26 PM | #89 |
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10-26-2020, 08:31 PM | #90 | |
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Its a GTW6765. We stopped at that level because he didnt want to push his stock block too far. The turbo still had a lot left in it.
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10-26-2020, 08:48 PM | #91 |
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10-26-2020, 08:58 PM | #92 | |
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10-27-2020, 05:42 AM | #93 |
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any times 1/4 mile or 60 to 130mph ?
single kit looks is working good, little laggy for me. twin turbos upgrade easier to achieve similar results.
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10-31-2020, 03:21 AM | #94 |
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11-12-2020, 09:05 AM | #95 | |
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11-15-2020, 09:55 AM | #96 |
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11-22-2020, 03:47 PM | #97 | |
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It's probably the turbo they chose. For some reason they went with the GTW6765 instead of an EFR 9280 or smaller G series. It could be they just went with a tiny .70 or .84 AR turbine housing, but the boost threshold doesn't seem to support that as it looks pretty late. According to Cary Jordan, the factory head flows pretty well so I doubt it's there. I don't know what the factory AWIC core will flow before you start seeing nasty pressure drops but that might be a factor. I'm leaning more now towards a pair of 7163s if I even do build my F80 m3 any more than it is or I might just go to a different platform or just wait for the new AWD M3 |
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11-22-2020, 08:12 PM | #98 | |
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He is still getting his Ecutek tune dialed in and recently purchased XHP transmission tune. He is pretty confident he could get into the 9's.
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12-30-2020, 11:37 PM | #99 | ||
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12-31-2020, 03:30 AM | #100 |
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What's the latency to full boost from 4000rpm to WOT?
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12-31-2020, 11:09 PM | #101 |
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Have you thought about using a Sound performance quick spool valve to spool the turbo? I had on on my Supra and it was unbelievable the difference it made to spool the turbo.
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01-01-2021, 01:31 AM | #102 | |
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Complete and utter garbage. I tested these extensively on a S2000 with an EFR 9174, 6870 Gen2, and a GTX4202R. It helps on a big open T4, sure, but it's not as good as a properly designed twinscroll, or even just a proper flowing vband inlet with a clean merge collector. Source: I tested these back to back to back on a similar manifold design with a non-dogshit merge collector. I still have all my old motec datalogs too. I'm curious to test this kit out, is there a price for just the manifold and downpipe? I'd be testing an EFR 9280. It's either that or a pair of 7163s. |
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01-01-2021, 09:47 AM | #103 | ||
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01-01-2021, 02:11 PM | #104 | |
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T4 divided manifold was the best for reducing the boost threshold and time to torque, factor in that a 1.00 ar is different than a 1.00 ar t4 open in terms of volute volume. Backpressure on this was slightly higher than a Vband inlet configuration. ECU was Motec, sensors were all motec or AEM. Platform was a F22c1 T6/T3 Vband was the next best with a proper merge collector design because of its smooth transitions and again, total volute volume. Backpressure was excellent with this configuration. T4 open was the next worse with worse threshold than a Vband inlet due to literally a rectangular surface being transitioned into a decreasing radius circle. Exhaust gas back pressure was excellent in relation to turbine sizing, typically you can go slightly smaller on a t4 open than you would on a t4 divided manifold T4 with a QSV was by far the worst of all worlds. Same turbo with a regular T4 housing on back to back tests made 10% less power beyond the boost threshold (read: full wheel speed/boost on the turbo) and had dramatically higher backpressure across the board, especially at high flowrates likely due to the QSV just choking it down. The sound performance valve is nothing like the turbine housings with an integrated QSV with a smooth transition into whatever volute it's flowing to - it's a literal brick wall and the flow reversion and wastegate issues show that. Speaking of wastegate issues, it was much harder to gate on both Tial and Turbosmart gates on a 4 port mac valve, and the decrease in boost threshold RPM was purely because the QSV was choking flow. I did not do FEA on the manifold with the QSV (But did on the t4 ts and vband inlet), but I'm guessing nobody who's actually ran these did their due diligence in datalogging and testing stuff. If you're interested in learning the science in choosing a turbo and why some just seem to work better than others even though their "peak hp" looks better I highly recommend reading about the relationship of backpressure to torque, what time to torque is, and the volumetric differences and flow differences between each manifold. There's a couple good engineering books on this you can find online, I don't recommend some bullshit shops' friendly marketing watered down blog post. I'm really interested in this kit because a properly sized turbo (read efr 9280) should make a thousand wheel and absolutely blow the doors off laggy garbage kits like Kratos all while making less "peak" hp. The garrett g series is also on my watch list. Last edited by x622; 01-02-2021 at 01:56 PM.. |
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03-01-2021, 11:36 AM | #106 |
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03-15-2021, 09:54 AM | #108 |
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yes im after the twin kit. any closer to finding out? if i cant get this then sending the car to Enhance Performance in Lincoln they will build me a kit. with the same G25-660 turbos.
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04-03-2023, 11:49 AM | #109 | |
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In general, what are peoples' thoughts on potential for cracking with bare 304 welded tubular manifold, schedule 40 pipe, with 6 runners for bmw inline sixes? Is that enough material to reduce loading below the point where cracks will grow? (Obviously it depends on a lot, just wondering in general)? |
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