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Old 03-19-2013, 05:37 PM   #326
kellygnsd
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I'm not picking up what you're laying down. Why can't you rotate the center section leaving the hotside and coldsides where they are at in order to get a straight shot with the WG arm? Can you post a pic?
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Old 03-19-2013, 06:08 PM   #327
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Yeah, I probably could if I loosened both hot and cold sides, didn't think of that. I guess that says I should have loosened hot side when I bumped the cold side a few degrees.

I'll take a look at it when the transmission is out. No way I'm trying anything with the transmission in. No space.
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Old 03-19-2013, 06:27 PM   #328
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Quote:
Originally Posted by Concillian View Post
I probably could if I loosened both hot and cold sides, didn't think of that. I guess that says I should have loosened hot side when I bumped the cold side a few degrees.
^^yes, totally do this!

Quote:
Originally Posted by Paulys05wrx View Post
I am a little confused - doesn't the EFR come in 7064 vs. 7163? Also, I was under the impression from Full-Race that only the B1 Frame (6758 being the largest) would fit in the stock location.
the 7163 is officially a 2014 turbo. Using a B1 frame-size (same dimensions as 6258 and 6758) this turbo is compact and very potent. it is expected to become available July 2013. Until then the 6258 and 6758 B1 turbos are available and the B2 turbos: 7064, 7670, 8374 and 9180 are all coming in with consistency

Quote:
Originally Posted by Concillian View Post
7064 is the larger frame. The 7163 is not out yet, but will be B1 frame and likely the largest possible B1 frame turbo. 6758 is the largest B1 frame currently available
correct, thanks

Last edited by Full-Race Geoff; 03-19-2013 at 06:34 PM.
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Old 03-19-2013, 06:34 PM   #329
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Geoff so the casting is now lower grade?
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Old 03-20-2013, 02:36 AM   #330
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power wise how does it feel ?
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Old 03-28-2013, 12:14 AM   #331
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Delete don't know what happened
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Old 03-28-2013, 12:16 AM   #332
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Below is a pic of an EFR V1 6758 with the stock STi turbo coolant inlet line on the bottom port which is recommended, but there is a slight clearance issue. Did either of you two run into this? Not the best pictures, but the banjo union does not fit flush with the turbo casting due to the top plug. I know I could use other options such as AN fittings and such - just curious how you guys went. (I have other buddies running the inlet to the top port and outlet on the bottom port with no problems - same as stock and not what Borg recommends)


Here is how I have my custom lines mounted and ran on my FR Twin-Scroll EFR 8374 setup for reference (left bottom = inlet, right top = outlet).
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Old 03-28-2013, 03:11 AM   #333
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It's fed from the block, isn't it?

Feeding from the header tank is bass ackwards. That can't be the direction of flow.
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Old 03-28-2013, 10:05 AM   #334
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It is fed from the block - I confused the coolant flow path!

I will put the stock outlet tube on the top port and use the FR provided fitting on the opposite side bottom port for the inlet. Easy.

I know its not recommended by BW or FR, but I do have credible friends who run the EFR like stock as pictured below.
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Old 04-07-2013, 04:49 PM   #335
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Hi Guy's,
i have read true this tread the last 2 day's and it's good. I have been using the efr 6758 for the last year and a bit in the UK Time Attack serie with some good results.

Car: Vauxhall Astra VXR / Opel Astra OPC
Engine: 2L LEH with Ported Head, oem cams, oem pistons and upgraded rod and bolts.

First instal and mapping was back in Feb 2012


Graph from the first dyno session, Power at the wheels/ hub dyno


This setup lasted 1/2 a day on track before the turbo fell of with most of the studs snapped, and I never liked the efr bolt on setup so the we machined the body to take a v-band clamp


After the change to the fitting flange we had a good test day at a uk track

The car was brilliant at this test apart from smashing the gearbox in to small pieces.

At the 2nd round of uk Time Attack the car was all prepped with new gearbox and slightly adjusted map so It now was running 380whp and the car felt great in qualifying where I set the fastest time in class

But as all good things, they normaly end at some point and mine ended with the dreaded EFR complete shaft failure.
Luckely my turbo supplier had a spare unit so we could get ready for the next round and BW covered it all under warrenty.

After this incident we had no more problems with the turbo running about 380whp for the rest of the year.

The best part is that the power is earlier than my old ko4/k06 hybrid setup and give so much more top end.
se graph


For this year we have welded a v-band flange on made other changes to the car setup so are now running a safe 400whp on 99octane pump fuel.




Video from the last track outing with 400whp

All together a brilliant turbo now we have sorted all the teething problems there come with being one of the first people to use a new product on track.

Hope you enjoy and maybe it answeer some quistions
Bo

Last edited by nielsen; 04-07-2013 at 05:07 PM.
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Old 04-08-2013, 10:20 AM   #336
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Nice setup!
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Old 04-08-2013, 01:56 PM   #337
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Nice write up nielsen!

I have an EFR 6758 on order as well and plan to install it in my time attack 06 WRX. I just started a journal here and plan to post updates when I can.
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Old 04-08-2013, 03:45 PM   #338
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Quote:
Originally Posted by bdon22 View Post
Nice write up nielsen!

I have an EFR 6758 on order as well and plan to install it in my time attack 06 WRX. I just started a journal here and plan to post updates when I can.
Thanks'
Good luck with your build and racing

If possible? get it converted to V-band from the start to save youself a lot of hassel.
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Old 04-09-2013, 07:48 PM   #339
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Quote:
Originally Posted by nielsen View Post
Thanks'
Good luck with your build and racing

If possible? get it converted to V-band from the start to save youself a lot of hassel.
Thanks for the advice. Will look into it once the package arrives.
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Old 04-09-2013, 10:19 PM   #340
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in my experience if you use high quality studs/nuts that are designed and rated for this application - you are unlikely to have any issues. A vband on the inlet is far more likely to leak pre turbo. However for a dedicated race vehicle with an inline 4 and high vibrations, i suggest to additionally use Heico-Lock washers. Problem solved. Regardless B1 EFR's (6258, 6758) will be available with vband inlet by July with the 7163 intro
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Old 04-11-2013, 04:27 PM   #341
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Quote:
Originally Posted by Full-Race Geoff View Post
in my experience if you use high quality studs/nuts that are designed and rated for this application - you are unlikely to have any issues. A vband on the inlet is far more likely to leak pre turbo. However for a dedicated race vehicle with an inline 4 and high vibrations, i suggest to additionally use Heico-Lock washers. Problem solved. Regardless B1 EFR's (6258, 6758) will be available with vband inlet by July with the 7163 intro
I'm sure you are right but even with good studs there can handle everything trown at them, it's still a pain to take the turbo of and fit compared to the v-band solution.
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Old 04-11-2013, 06:36 PM   #342
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this is true removing a vband clamp is faster, but it is also far more likely to leak which is why you rarely see vbands on mid to high boost OEM applications
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Old 05-01-2013, 09:26 PM   #343
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Originally Posted by Concillian View Post


Anyone waiting for updates from me, I apologize, but my clutch is slipping. I had some time where it wasn't slipping at 14psi, but now it's slipping there too.
Did you replace your clutch so you can finish tuning the setup?
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Old 05-02-2013, 01:29 AM   #344
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Originally Posted by Fierysun View Post
Did you replace your clutch so you can finish tuning the setup?
Yes, currently around 360 on Airboy at ~20 psi. Virtual Dyno on Dynojet for the same pulls is showing around 410... ID1000s at 95% @ 11.7ish gas equiv. AFR. Still refining, but there's no doubt this thing has flow.

My input seal was leaking and the oil is what was causing the clutch slippage. I found a pretty decent deal on an FXT tranny & diff and decided to swap that to get the 4.44. The FD change pushed back boost in 3rd by ~300 RPMs (20psi by ~3700 in 3rd, probably would have been ~3400 with 3.9 final.) It was definitely $$$ to swap the trans, but the 4.44 final feels awesome compared to the 3.9 stock tranny.

I haven't done much on the tune for a week. I did 2 other cars stage 2 on the weekend plus full time job, just haven't had much time. I don't think the turbo is done at 20psi, but at 95% on the injectors. My 20psi tune is really just 2 pulls, it feels pretty good, but I have a lot of fiddling to do yet for 20psi, then maybe push it another step, but fuel will probably stop me before the turbo does. I don't want to start a thread with a halfway tune, I'll polish it up soon.

It is showing true to it's compressor map and giving really decent flow out of medium boost levels. I pretty much fully tuned 15psi while the clutch was breaking in and it was right in the 280 tq /310-315 HP level on Airboy.

Last edited by Concillian; 05-02-2013 at 02:32 AM.
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Old 05-02-2013, 03:13 AM   #345
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Quote:
Originally Posted by Concillian View Post
Yes, currently around 360 on Airboy at ~20 psi. Virtual Dyno on Dynojet for the same pulls is showing around 410... ID1000s at 95% @ 11.7ish gas equiv. AFR. Still refining, but there's no doubt this thing has flow.

My input seal was leaking and the oil is what was causing the clutch slippage. I found a pretty decent deal on an FXT tranny & diff and decided to swap that to get the 4.44. The FD change pushed back boost in 3rd by ~300 RPMs (20psi by ~3700 in 3rd, probably would have been ~3400 with 3.9 final.) It was definitely $$$ to swap the trans, but the 4.44 final feels awesome compared to the 3.9 stock tranny.

I haven't done much on the tune for a week. I did 2 other cars stage 2 on the weekend plus full time job, just haven't had much time. I don't think the turbo is done at 20psi, but at 95% on the injectors. My 20psi tune is really just 2 pulls, it feels pretty good, but I have a lot of fiddling to do yet for 20psi, then maybe push it another step, but fuel will probably stop me before the turbo does. I don't want to start a thread with a halfway tune, I'll polish it up soon.

It is showing true to it's compressor map and giving really decent flow out of medium boost levels. I pretty much fully tuned 15psi while the clutch was breaking in and it was right in the 280 tq /310-315 HP level on Airboy.
You're at 95% IDC with the ID1000 on pump gas at 20psi?
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Old 05-02-2013, 02:57 PM   #346
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Originally Posted by Fierysun View Post
You're at 95% IDC with the ID1000 on pump gas at 20psi?
Yes sir.

Not too surprising. From what I've seen ID1000s tend to top out in the low 400s on E85 / Dynojet and I'm around 410-415 Virtual Dyno with maybe 5% of headroom... so that jives and seems about right to me. The 207 really swallows air easier than an EJ205 too. I suspect an EJ205 would have to be pushing around 22-23 psi to be getting the same flow from this turbo.

It was my plan from the beginning to size a turbo purchase for these injectors, as it also seems to be a power level that is about the max comfortable level for a 5 speed too. I'll make a 100% duty cycle tune just to see what the turbo can do, but I'll back down to a 90-95% tune for my daily tune. No real plans to push my setup to the absolute limit.

Last edited by Concillian; 05-02-2013 at 03:07 PM.
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Old 05-02-2013, 04:37 PM   #347
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Originally Posted by Concillian View Post
Yes sir.

Not too surprising. From what I've seen ID1000s tend to top out in the low 400s on E85 / Dynojet and I'm around 410-415 Virtual Dyno with maybe 5% of headroom... so that jives and seems about right to me. The 207 really swallows air easier than an EJ205 too. I suspect an EJ205 would have to be pushing around 22-23 psi to be getting the same flow from this turbo.

It was my plan from the beginning to size a turbo purchase for these injectors, as it also seems to be a power level that is about the max comfortable level for a 5 speed too. I'll make a 100% duty cycle tune just to see what the turbo can do, but I'll back down to a 90-95% tune for my daily tune. No real plans to push my setup to the absolute limit.
That's very odd.

I would except that amount of IDC usage from e85, because of the stoicimetric ratio for the amount of power you are putting out, but not on pump.
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Old 05-02-2013, 05:03 PM   #348
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I'm running E85. I haven't run 91 octane in years.
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Old 05-02-2013, 05:13 PM   #349
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I'm running E85. I haven't run 91 octane in years.
Lol, i thought you said you were running pump. In any case, you are spot on for e85 with the IDC's. Please post graph when you can. I'm curious to see the spool as well as the type of power band it produces on the ej207.
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Old 05-02-2013, 05:29 PM   #350
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Sorry, I didn't notice you said pump gas. I just now noticed that, sorry. I thought it was obvious that I was on E.

Spool right now is 20psi at 3700ish in 3rd, but that's on the 4.44 tranny. it would hit 14psi at 3200 in 3rd on the stock 3.9 final tranny, so 20psi would likely happen around 3400ish. Maybe like 200 RPM slower than a vf... really close.

I tuned an 08STi last weekend (on 91) that has very similar final gearing considering tires and all. Spooled 20psi at ~3300 in 3rd, but ~2800 in 4th. Spool is very load dependent and my gearing makes it look pretty bad unless I do a pull in 4th... but 4th tops out around 140 MPH, which is not really something I want to do everyday.

Last edited by Concillian; 05-02-2013 at 05:39 PM.
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