When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I am going to collect all the upcoming EFR 8474 Dyno Sheets here in this thread.
Below is the initial EFR 8474 dyno results overlayed on the same dyno, with the same tuner( Omar at raceonly in Australia)
Large Streetported, E85, 3.5" exhaust with a vmount on this 2 rotor FD.
Green is the old welded shorty EWG 7670 kit
Red is the cast IWG 8474 kit
Only change besides the turbo kits was moving from an Adaptronic select, to the new modular PNP ECU. Green Dyno was a few years ago, as Adam ran this kit for 5+ years.
As soon as this is done being tuned, I will get Omar to post the boost curves also. I believe the green is at 20 psi, and the red at 26psi. Remember this dyno reads like a mustang for those not aware. The red did not reach redline either as it ran out of fuel( 2 x 1650, and 2 x 2450, with twin walbro 460).
Not happening on this car Ryan. Yes exhaust backpressure is the killer. It will be interesting to see how much power we can make before we hit that wall. That is the question.....
I have another car with a bridgeport with the same turbo, will be interesting to see if an engine with more VE up top will be able to make use of the compressor before the exhaust taps out.
...I have another car with a bridgeport with the same turbo, will be interesting to see if an engine with more VE up top will be able to make use of the compressor before the exhaust taps out.
I'm far from educated on this. But wouldn't a Bridgeport have more back pressure on the same exhaust/turbine setup? More air going into the engine, higher overlap, but same restriction going out?
If anyone is interested in the build I posted about it in my build thread. We obviously had a few hurdles to overcome once we got it on the dyno, but we're good now - and the primary injectors have been swapped to 2400cc Siemen Deka ready to be run up in the next few days. The tune was still super rich as well - Omar had it really fat to keep it safe while we were working out why it was spinning up on the dyno. Keen to refine it and crank it.
I'm far from educated on this. But wouldn't a Bridgeport have more back pressure on the same exhaust/turbine setup? More air going into the engine, higher overlap, but same restriction going out?
I'm far from educated on this. But wouldn't a Bridgeport have more back pressure on the same exhaust/turbine setup? More air going into the engine, higher overlap, but same restriction going out?
What evidence do you have for this ?
If your just passing on someone else’s rubbish then better not say it all.
Omar, I'm surprised you aren't the one posting this since it's your data. Why have Elliot do it for you?
Why the heck is power output so low at lower RPMs? Who tuned this?!
I think a proper comparison should be 8374 vs 8474 with EGT data, etc.
I don't understand the point of comparison they show unless they just want to point out the difference in turbine wheels, which we already know spool time between the previous 8374 vs 7670 is marginal.
I agree with Rightbrain on asking these questions.
What evidence do you have for this ?
If your just passing on someone else’s rubbish then better not say it all.
What are you taking about. I was asking a question, not making a statement.
More air, same restriction, is it not logical that that would mean more back pressure?
That's my question, not passing along anyone else's rubbish. And it's a public forum, I can say more back pressure if I want to. What value did your post provide. Did you provide any data or useful thought?
What are you taking about. I was asking a question, not making a statement.
More air, same restriction, is it not logical that that would mean more back pressure?
That's my question, not passing along anyone else's rubbish. And it's a public forum, I can say more back pressure if I want to. What value did your post provide. Did you provide any data or useful thought?
Perfect. Couldn't have said it better myself.
Give thought and data. Currently this is a fluff piece for the wrong turbo for a 13B. Howard and I already explained it on the other fluff piece thread.
Really irks me that Elliot is posting for Omar. What else is going on behind the scenes?
Anyone else notice how Omar stopped at 6200 RPM as power fell off? Care to explain how a large streetport with longer, larger manifold did this?
Was already stated - we ran out of fuel. This was still a rich tune with the 1750 primary injectors. We stopped here and swapped in the 2400's - will run it up again next week.
Really irks me that Elliot is posting for Omar. What else is going on behind the scenes?
Why does it bother you? Elliot is just passing on the info that is publicly available on the Raceonly socials so that people on here that may not follow them are kept up to date.
Regarding the injectors. Are the 2400s common in Australia? I haven't seen many build threads with those.
Hmm, not entirely sure although maybe not - haven't personally heard of many using them; they are quite expensive I suppose. You see a lot more of the ID2000's being used but I wanted to avoid them and we needed more fuel than that I believe. I was using 1750 x 4 ASNU injectors for my 7670 set up previously. Omar advised that the 2400 Siemens Deka are an excellent injector and will do the job so we ran with them..
Was already stated - we ran out of fuel. This was still a rich tune with the 1750 primary injectors. We stopped here and swapped in the 2400's - will run it up again next week.
How do you justify 26psi making 475whp? Do the math on that one.
I can't understand the logic of cranking up the boost and running out of injector before reaching RPM limits in a perfect testing environment.
Here are three dyno plots with similar setups that easily out perform this with an 8374 IWG. So there's fake news somewhere, or just REALLY **** tuning. I'll let y'all be the judge of that.
How do you justify 26psi making 475whp? Do the math on that one.
I can't understand the logic of cranking up the boost and running out of injector before reaching RPM limits in a perfect testing environment.
Tune was rough for two reasons - it was very fat as it was spinning on the dyno and Omar didn't want to risk anything while we were diagnosing it, and we had boost control issues hence the high boost figures. It wasn't holding less than 25-26psi then suddenly started holding 17psi - Omar said perhaps the WG was stuck shut. We weren't trying to run the boost that high on purpose initially it was just running away. The car was also doing a burnout on the dyno on those high psi runs. Need to address that next run. But also note that it was 475hp at 6k not redline on this rough tune. Plenty more to come.
Personally I think we should've refrained from posting anything yet, these were all just preliminary runs where we were still having issues so it's not telling us that much I don't think.
I'm sorry, those are lame excuses. It takes all of 10-15mins to remove a wastegate and diagnose or swap it.
How such a low power, low torque car can spin that hard on a dyno is beyond me... You've gotta be kidding here. Is the roller covered in ice? Spray the tires and run more straps. Throw a fat kid in the back.
09-03-19, 08:02 AM
