Welcome to the North American Subaru Impreza Owners Club Thursday March 28, 2024
Home Forums Images WikiNASIOC Products Store Modifications Upgrade Garage
NASIOC
Go Back   NASIOC > NASIOC General > Proven Power Bragging

Welcome to NASIOC - The world's largest online community for Subaru enthusiasts!
Welcome to the NASIOC.com Subaru forum.

You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, free of charge, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!

If you have any problems with the registration process or your account login, please contact us.







* As an Amazon Associate I earn from qualifying purchases. 
* Registered users of the site do not see these ads. 
Reply
 
Thread Tools Display Modes
Old 06-11-2014, 12:59 PM   #2876
bmxhotsauce
Scooby Specialist
 
Member#: 127099
Join Date: Sep 2006
Chapter/Region: BAIC
Vehicle:
02 IMPERZA WRX
BLACK

Default

Quote:
Originally Posted by Leafy View Post
Then 5th is the 1:1 gear and the correct gear to dyno in.
http://forums.nasioc.com/forums/show....php?t=2622327

another 4th gear dyno. not sure why you would dyno in 5th
* Registered users of the site do not see these ads.
bmxhotsauce is offline   Reply With Quote
Sponsored Links
* Registered users of the site do not see these ads.
Old 06-11-2014, 03:52 PM   #2877
mofoSTI
Scooby Newbie
 
Member#: 236252
Join Date: Jan 2010
Location: Portland, OR
Vehicle:
08 STi
DGM

Default

Quote:
Originally Posted by Full-Race Geoff View Post
MG's EJ25, Full-Race twinscroll kit, EFR7064 vs EFR7670:

he writes: "my subaru is my daily driver. i do three or four autox events a month or so when in season. it's not some track fiend. I started with 7064 twinscroll IWG, then went to 7670 twinscroll EWG and now back to 7064 twinscroll EWG

I'm glad i swapped back to the 7064. Frankly the 7670 was an ego move as i wanted to get those higher hp numbers to say i did it and to see what that felt like with some rubber on the road. i did it, got my thrills and it was time to move on when the opportunity presented itself.

Now, I switched back to the 7064 but with external WG and 1.05 a/r - it's the perfect street turbo. even more responsive than either of the previous setups.. the transient boost response seems even more extraordinary and off the red light i'm approaching cruising speeds of 45-50mph in a heartbeat.

she's (to the credit of my tuner) very mild-mannered unless you don't want her to be. driving around town under low boost is pleasant and enjoyable. give her a nudge on the pedal and prepare for a violent surge of pure acceleration and endorphin rush few will understand. i'm really happy with the 7064 TS. perfect for this setup."


I thought the iwg on the efr turbos were fantastic. So why does everybody go ewg? Especially on the TS this would add to cost and complexity, but not much gain.
mofoSTI is offline   Reply With Quote
Old 06-11-2014, 04:18 PM   #2878
Full-Race Geoff
Scooby Specialist
 
Member#: 133386
Join Date: Nov 2006
Chapter/Region: SWIC
Location: AZ/NJ
Vehicle:
00 too many turbos
white

Default

the EFR's ewg housing is a 1.05 A/R which is more stable at higher boost levels and will exhibit reduced pre-turbine EMAP (exhaust manifold backpressure) compared to the EFR iwg housing which is 0.92 a/r
Full-Race Geoff is offline   Reply With Quote
Old 06-11-2014, 05:11 PM   #2879
armyssoldierboy
Scooby Specialist
 
Member#: 109424
Join Date: Mar 2006
Chapter/Region: South East
Location: Fayetteville, NC
Vehicle:
06 AW STI
Twin Scroll HTA gt3076r

Default

What cams are you running Geoff?
armyssoldierboy is offline   Reply With Quote
Old 06-11-2014, 06:16 PM   #2880
Full-Race Geoff
Scooby Specialist
 
Member#: 133386
Join Date: Nov 2006
Chapter/Region: SWIC
Location: AZ/NJ
Vehicle:
00 too many turbos
white

Default

thats not my car I posted the graphs of, its Marcos Guzman's : http://forums.nasioc.com/forums/show....php?t=2491068
Full-Race Geoff is offline   Reply With Quote
Old 06-13-2014, 11:37 PM   #2881
timstuart1981
Scooby Newbie
 
Member#: 294612
Join Date: Sep 2011
Chapter/Region: SWIC
Vehicle:
2002 WRX
silver

Default

Finally got my car on the dyno, a dynomite. Borg warner S360 83/74. 26 psi e85(e70 winter)
It made 608hp and 540 torque corrected at 15% correction, so 516hp and 459 tq actual.
http://i1371.photobucket.com/albums/...ps7274915d.jpg
timstuart1981 is offline   Reply With Quote
Old 06-14-2014, 08:26 AM   #2882
Full-Race Geoff
Scooby Specialist
 
Member#: 133386
Join Date: Nov 2006
Chapter/Region: SWIC
Location: AZ/NJ
Vehicle:
00 too many turbos
white

Default

Tim, which turbine housing A/R and header are you using?
Full-Race Geoff is offline   Reply With Quote
Old 06-14-2014, 01:54 PM   #2883
kellygnsd
Scooby Guru
 
Member#: 32669
Join Date: Feb 2003
Chapter/Region: SCIC
Location: Woodland Hills
Vehicle:
2007 2.34LR, EFR7670
LINK G4+ hybrid STi

Default



3rd gear pull EFR 7670, MPS 2.34L, +4mm LR motor, Cosworth 272 non-AVCS cams + head work. Spool is much better in 4th but the school zones are too short to get proper logs in.
kellygnsd is offline   Reply With Quote
Old 06-14-2014, 07:24 PM   #2884
dexterous
Scooby Guru
 
Member#: 23553
Join Date: Aug 2002
Chapter/Region: MAIC
Location: Grove City, PA
Vehicle:
2005 STI - Insanity!
2014 WRX - Daily

Default 510wtq max w/458wtq at 4000RPM!

EFR 7064 on an Element Tuning Pro Comp Motor with a Moore Performance Twin Scroll Turbo Kit

510WTQ/508WHP



Note: The red lines are my car on April 17th, 2014 and the dashed lines are another customer's Stage 2+ WRX for a comparison.


I have had a build thread over in the built motor section for several years while I have struggled to get my car working correct. Here's a link to my thread: My 500whp build - Element Pro Comp motor and Moore Performance Twin Scroll Kit!


In short, the car is amazing! 510wtq max w/458wtq at 4000RPM is something that I have never experienced in a turbo car, especially a Subaru.
dexterous is offline   Reply With Quote
Old 06-19-2014, 12:41 PM   #2885
boostdr
Scooby Newbie
 
Member#: 345836
Join Date: Feb 2013
Chapter/Region: International
Location: Adelaide, Australia
Vehicle:
99 GC8 Tarmac Race

Default

Tuned my GC8 today(E85, EJ207 block with GC8 Heads fitted with STi shimless buckets, no porting. Invidia 1.5 headers, ID1300 injectors) with its new turbo. Results were astonishing, Making 166awkw more under the curve than my old turbo with more power to boot.

Red trace is Garrett 2876R with billet comp wheel
other tracers are with the BW EFR 6758

added Kelford 274/270 cams with the BW

Matt


Dusty from 4hrs dyno work...naked, flares being painted







Last edited by boostdr; 06-25-2014 at 11:37 AM.
boostdr is offline   Reply With Quote
Old 06-25-2014, 11:40 AM   #2886
boostdr
Scooby Newbie
 
Member#: 345836
Join Date: Feb 2013
Chapter/Region: International
Location: Adelaide, Australia
Vehicle:
99 GC8 Tarmac Race

Default

I learnt that changing the wastegate tension when hot is a bad idea. The lower 10mm nut stripped and locked on the shaft.

Full-Race advised to use anti-seeze and not adjust when hot does to metal expansion.

Adjustment was also no where near the table recommendation. Full-race advised and extra stiff gate will be released in the next couple of months.


Matt
boostdr is offline   Reply With Quote
Old 06-25-2014, 11:52 AM   #2887
Leafy
Scooby Specialist
 
Member#: 330625
Join Date: Aug 2012
Chapter/Region: NESIC
Location: MA
Vehicle:
2006 WRX
WRB

Default

Pure Nickle NeverSieze is your friend on all exhaust fasteners.

You dont want the super stiff wga unless you dont care about using part throttle while racing. You want a dual port actuator like the one full race sells and a 4 port ebcs.
Leafy is offline   Reply With Quote
Old 06-25-2014, 12:43 PM   #2888
subydude
Scooby Guru
 
Member#: 80649
Join Date: Jan 2005
Chapter/Region: South East
Location: Columbia, SC
Vehicle:
2000 2.5 Auto-X RSTi
Sparkly

Default

Quote:
Originally Posted by Leafy View Post
Pure Nickle NeverSieze is your friend on all exhaust fasteners.

You dont want the super stiff wga unless you dont care about using part throttle while racing. You want a dual port actuator like the one full race sells and a 4 port ebcs.
You can use a 3 port just fine. The dump to atmo just needs to be plumbed into the second can so the dumping pressure is used to keep it closed, then as the ebcs switches to open the WG it will stop dumping pressure (keeping the WG closed) and send the signal to the lower can to open.
subydude is offline   Reply With Quote
Old 06-25-2014, 12:45 PM   #2889
Leafy
Scooby Specialist
 
Member#: 330625
Join Date: Aug 2012
Chapter/Region: NESIC
Location: MA
Vehicle:
2006 WRX
WRB

Default

Quote:
Originally Posted by subydude View Post
You can use a 3 port just fine. The dump to atmo just needs to be plumbed into the second can so the dumping pressure is used to keep it closed, then as the ebcs switches to open the WG it will stop dumping pressure (keeping the WG closed) and send the signal to the lower can to open.
If that works then your 3 port is actually a 3 + 1 exhaust which in this case is a 4 port. Otherwise you end up just charging both sides of the gate equally after a few cycles of the noid until you get off boost and they can vent.
Leafy is offline   Reply With Quote
Old 06-25-2014, 12:53 PM   #2890
kellygnsd
Scooby Guru
 
Member#: 32669
Join Date: Feb 2003
Chapter/Region: SCIC
Location: Woodland Hills
Vehicle:
2007 2.34LR, EFR7670
LINK G4+ hybrid STi

Default

Yes, you need a vent otherwise you end up with pressure on the top and bottom of the diagphram that cancel each other out.
kellygnsd is offline   Reply With Quote
Old 06-25-2014, 02:00 PM   #2891
LittleBlueGT
Scooby Specialist
 
Member#: 96204
Join Date: Sep 2005
Chapter/Region: W. Canada
Location: Winnipeg
Vehicle:
2013 STI GR
White

Default

Quote:
Originally Posted by Leafy View Post
If that works then your 3 port is actually a 3 + 1 exhaust which in this case is a 4 port. Otherwise you end up just charging both sides of the gate equally after a few cycles of the noid until you get off boost and they can vent.

Link to an EBCS that you speak of? Also, link to the actuator?

Thanks
LittleBlueGT is offline   Reply With Quote
Old 06-25-2014, 02:09 PM   #2892
boostdr
Scooby Newbie
 
Member#: 345836
Join Date: Feb 2013
Chapter/Region: International
Location: Adelaide, Australia
Vehicle:
99 GC8 Tarmac Race

Default

http://www.full-race.com/store/turbo...-actuator.html

Thanks guys some good info there.

Are these canistors physically bigger than the OEM? mine already fouls on my silicon outlet.
boostdr is offline   Reply With Quote
Old 06-25-2014, 02:09 PM   #2893
Leafy
Scooby Specialist
 
Member#: 330625
Join Date: Aug 2012
Chapter/Region: NESIC
Location: MA
Vehicle:
2006 WRX
WRB

Default

The actuator I got required modding and was from southeast power systems. I think its like a ford ecoboost OEM part number or something. The turbosmart actuator full race sells just needs a plug removed and a fitting threaded in to be a 2 port.

I forget the source I had for this same noid for $68 including fittings but its out there. http://www.jbtuned.com/products/mac-...enoid-pwm.html
Leafy is offline   Reply With Quote
Old 06-25-2014, 11:35 PM   #2894
VRUMPSH
Scooby Specialist
 
Member#: 236757
Join Date: Jan 2010
Vehicle:
07 STi
Black

Default

Alex Maximov / Cornfed Racing / Moore. Automotive Performance
Old Setup - https://www.youtube.com/watch?v=-eZQkfsT_uc
**HUGE thanks to the guys at full race!!!**

Event: dyno pull + tune 06/15/2014
Location: Moore Automotive, Fairfax, VA (703) 352-3535
Ambient Temp: 80F
Elevation: 357 feet
Weather: Warm and Humid
Tires: 315 v710s

Car: 2007 STi
Tuner: Chris Hoover Tuner/Master Technician - Moore Automotive
COBB, Speed Density
Dyno Info: DynoJet 424xLC2
Transmission: 6 speed
Gear: 4th
Peak HP at RPM: not SAE 535.22
Peak Torque at RPM: 557.76

Target Boost: Boost in the AP was 34 peak tapering to 27 (dyno reads 2psi high)
Target AFR: 12:1
Fuel: old e85, tested day of tune at 80%
Engine/Power Modifications:
Built but tired motor,
Manley pistons & rods,
08 crank.
EFR7163 0.85 a/r,
Prosport UL header,
Moore Custom uppipe and downpipe.
EWG 44 tial.
Kelford 264/260 Duration, 10.70mm/10.20mm Lift.
Stock heads.
Spearco Top mount,
ID2000s
Aeromotive a1000 Fuel Pressure Reg
Radium surge tank with a walbro 450 fuel pump
all -6an fuel lines
tgv deletes


Driveline Modifications: CF driveshaft, cusco diff, stock gearing.
Suspension Modifications: 2 way MCSs

DYNO:
As it heats up it spools a bit quicker



Green is a built motor stock turbo meth injection 2011 STi


Engine Bay:


Old setup in pic below.


****
If anyone is interested, I have partnered up with Moore to develop a low cost, in comparison to others, KIT. Please PM me to be added to the waiting list.
***
VRUMPSH is offline   Reply With Quote
Old 06-28-2014, 04:25 PM   #2895
ScoobyBlack
Scooby Specialist
 
Member#: 123978
Join Date: Aug 2006
Chapter/Region: NWIC
Location: Billings, MT
Vehicle:
3in1 04/06/08 STi
'Identity Crisis'

Default

Hey guys,

Sorry to be 'that guy', but I've gone through every page of this thread (as well as a few others) and I'm still having trouble settling on the BorgWarner turbo that is actually going to get me where I want it.

I'm shooting for 400-450hp at the wheels on pump 91. Initially I was thinking I'd do the BW S200SX-56mm since the numbers that people were reporting it should be capable of were perfectly in line with this goal. However, looking through this thread I'm not really seeing any dyno results that substantiate those claims. Unfortunately, it seems like the 300 series way overshoots those numbers. Sure, I'd like 500whp, but it seems like at that point I'm going to start breaking parts that I'd rather not break.

Here's the mod list:

2004 STi
2008 EJ257 block (stock bore)
2008 STi crank
ACL main/rod bearings
ARP rod bolts
CP pistons
Manley rods
Cometic headgaskets
ARP headstuds
Crower valves/springs/retainers
Heads P&P'd

Blitz turboback
Grimmspeed P&P'd exhaust manifold
Morrocco's BW rotated kit

ID1k's with Boomba fuel rails
Walbro 255lph fuel pump
Aeromotive fuel regulator

I think that's everything that matters at all.

It'll be dyno-tuned on Cobb with speed density.

Any additional input (firsthand experience would be wonderful) would be very much appreciated. I'd like to purchase the turbo and kit this week so that I can get rolling on it before the race season is over. Ideally I'd like to stay away from methanol, though if that's a necessary evil for this goal, I guess it is what it is.

Cheers,

-Steve
ScoobyBlack is offline   Reply With Quote
Old 06-30-2014, 12:14 PM   #2896
Full-Race Geoff
Scooby Specialist
 
Member#: 133386
Join Date: Nov 2006
Chapter/Region: SWIC
Location: AZ/NJ
Vehicle:
00 too many turbos
white

Default

91 octane is very poor quality fuel. In order to acheive 400-450 on your setup i think it will require a turbo larger than standard S200. For Airwerks turbos, the S200 FMW is a great value, and same compressor as EFR. The S300 is also a good choice, but works best as a twinscroll. your mod list sounds like it is a singlescroll turbo, so the EFR7163 would be a great choice (for 400) and the T3- EFR7670 for the 450 side of things. it would depend on your kit setup
Full-Race Geoff is offline   Reply With Quote
Old 07-13-2014, 02:38 PM   #2897
timstuart1981
Scooby Newbie
 
Member#: 294612
Join Date: Sep 2011
Chapter/Region: SWIC
Vehicle:
2002 WRX
silver

Default

Update: Borg Warner s360. 28lbs boost. e85 tuned. 11.4@131mph.
timstuart1981 is offline   Reply With Quote
Old 07-13-2014, 03:48 PM   #2898
sidewayz
Scooby Specialist
 
Member#: 5810
Join Date: Apr 2001
Chapter/Region: Tri-State
Location: Easton PA
Vehicle:
2001 S366 2.5RS

Default

131 traps and only an 11.4? What was your 60'???
sidewayz is offline   Reply With Quote
Old 07-29-2014, 01:33 PM   #2899
Moore Performance
Former Vendor
 
Member#: 231489
Join Date: Dec 2009
Chapter/Region: MAIC
Location: Pittsburgh, Pa
Default

After having the car tuned at the end of April, we're finally getting around to posting some results of our low mount BW s300 on a 2.0 liter. We had some issue with the tial 38's sticking on the dyno during race gas tuning (I also ran no water to them), so we didn't run the car any higher than 35psi, but we were pleased with the performance even at that boost pressure on a smaller displacement engine. We plan to retune in the fall with Turbosmart 40's, and a straight thru exhaust to see what it's really capable of. Right now the car is relatively quiet and very enjoyable to drive on either fuel (pump 93 or 110), and the power delivery is strong with excellent top end.

Event: dyno pull
Location: Toledo Oh
Ambient Temp: 54 F
Elevation: 614 ft
Weather: overcast
Dyno: Mustang Dyne MD-AWD-1100-SE
Wheel HP: 501
Wheel TQ: 437


Car: 2002 WRX sedan
Tuner: Keith Franklin from Pure Tuning
Transmission: 05 Sti 6spd (dyno pull in 4th gear)
Target Boost: 34psi
Target AFR: 11.4
Fuel: Sunoco 110 leaded
Engine/Power Modifications:
Shortblock parts list:
- Moore Performance Stage 4 shortblock - 2.0 liter
- 94 2.2 closed deck - converted to #5 thrust
- Darton custom 2.0 liter sleeve
- King XPG bearing
- Subaru crank - dual drilled, 75mm stroke
- Wossner forged rods
- Wossner forged 2.2 piston - piston tops coated
- Cosworth head gaskets
- ARP 625 case bolts
- ARP 625 head stud
- oil squirters
- external oil cooler
- 11mm sti oil pump
- Fluidampr crank pulley
Cylinder heads:
- Moore Performance Stage 3 head service (ej205 heads) - 315cfm at .450 lift
- Ferrea 1mm over exhaust valve
- Ferrea 1mm over intake valve
- Supertech Bronze valve guides
- Supertech valve springs, retainers, locks
- Moore Performance Custom cam - 264 duration

Intake, Fuel and Misc:
- 62mm ProFlow Design TB
- in tank DW300 pump
- Radium 3 pump surge tank
- Walbro 416lph E85 fuel pump
- Moore Performance fuel rails
- -8 feed/ -6 return fuel lines
- Turbosmart 2000 FPR
- ID 1300 injectors

Turbo Kit:
- Moore Performance twin scroll header setup for low mount turbo
- BW S300SX turbo (T4 divided, .91 A/R) - approx 65 lb/min
- 3.5" downpipe and catback
- Bell Intercoolers core
- Moore Performance custom endtanks and assembly
- Tial 50mm bov

Engine Management and sensors:
- Cobb AP V3
- AEM IAT sensor
- AEM 5.2 bar map sensor

Driveline Modifications: Exedy Twin Plate clutch kit, bushings, etc
Suspension Modifications: ZZYZX pro coilovers, noltec camber plates, whiteline sway bars, many bushings, etc, etc, etc

***front fascia of vehicle not yet complete***



Moore Performance is offline   Reply With Quote
Old 07-29-2014, 08:23 PM   #2900
Seraphinwolf
Scooby Specialist
 
Member#: 150922
Join Date: Jun 2007
Chapter/Region: NESIC
Location: Fremont, NH
Vehicle:
97 OBS EZ30R
94SVX LSi Bourduex Pearl

Default

Fantastic job guys!
Seraphinwolf is offline   Reply With Quote
Reply

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump

Similar Threads
Thread Thread Starter Forum Replies Last Post
"Official" Post your suspension setup and settings thread. ScreaminFast Brakes, Steering & Suspension 19 09-14-2011 09:59 AM
Post Your Winter Setup in here. car_cursed Member's Car Gallery 43 10-26-2008 01:12 PM
Post your Exhaust setup. Teh Legacy Legacy Forum 32 06-24-2005 03:44 PM
Post your room setup here. file_id Off-Topic 26 04-15-2004 12:03 AM
Post your SM setup!!! Davenow Motorsports 66 01-10-2004 03:12 PM

All times are GMT -4. The time now is 09:27 AM.


Powered by vBulletin® Version 3.7.0
Copyright ©2000 - 2024, Jelsoft Enterprises Ltd.
Powered by Searchlight © 2024 Axivo Inc.
Copyright ©1999 - 2019, North American Subaru Impreza Owners Club, Inc.

As an Amazon Associate I earn from qualifying purchases.

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.