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Old 08-04-2018, 05:45 PM   #2551
PDXREALTOR
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Here is a link to a long post about my issue. The problem is identified. It's a long read, but the short version is at the bottom.

If anyone would like me to wipe my posts from this thread let me know. It got way off topic. Thanks all for your advice and patience with the matter.

Fuel pressure differential injector scale compensation
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Old 08-04-2018, 05:49 PM   #2552
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Quote:
Originally Posted by NSFW View Post
I suspect that both of those rich dips might be the same thing.

Yes it is driven by rapid load changes, I'm just saying you can get those load changes, and thus AFR dips, at any RPM (it just depends on what the RPM is when you stomp on the gas pedal) so you have to be careful about tuning around them.

It might be illuminating to plot fuel pressure and boost pressure together, along with commanded AFR and actual AFR, and see if the curves diverge in harmony. If so, that would suggest that you're right about the fuel pump being maxed out (or not switching to higher duty soon enough).
Head over to my thread above - I have something for you there.
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Old 08-06-2018, 11:02 PM   #2553
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I was going to start asking if the fuel pump controller was acting up, but I guess you have it figured out now.
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Old 08-06-2018, 11:16 PM   #2554
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Originally Posted by Homemade WRX View Post
I was going to start asking if the fuel pump controller was acting up, but I guess you have it figured out now.
Thanks. I did actually log the FP duty cycle and is kicking on to 100% DC before I get my lean spike.

Even with the differential table de-activated I still have a bit of a lean spike there. I'm going to bet on the fuel pump not being able to keep up with the fuel demand at that psi. I got the 1300s in last night, and am dropping the base back down to 43.5. Will know more soon.

A side from that.... I really, really, like this turbo. I got it out and about the other night on some quiet freeways and side streets. The thing just rips compared to my Green. It's funny too.... my Green, at least as of now, spooled 150 rpms sooner. But, the response is so 'right there' it's just silly. I giggle every time I hit the gas.
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Old 08-09-2018, 05:34 AM   #2555
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Goals lol
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Old 08-16-2018, 01:42 AM   #2556
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Does anyone have a 7163 turbo available to measure the compressor inlet snout from cover to end?
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Old 08-16-2018, 07:53 AM   #2557
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Quote:
Originally Posted by PDXREALTOR View Post
Does anyone have a 7163 turbo available to measure the compressor inlet snout from cover to end?
I do. You want how long the inlet is, where a 3" coupler mounts to?
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Old 08-16-2018, 08:13 AM   #2558
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Great engine!!!
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Old 08-16-2018, 11:41 AM   #2559
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Quote:
Originally Posted by KillerBMotorsport View Post
I do. You want how long the inlet is, where a 3" coupler mounts to?
Yes, I think. My 7163 is a 2.5" inlet

To help you help me.... What I am doing is making a 2.5 to 3" adapter sleeve. I would like to push the sleeve as far back over the entire 2.5" portion of the Compressor inlet. I think this portion would be polished.

I'm tapering ~1/4" to a sharp point out past the inlet to get a smooth airflow (think velocity stack).
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Old 08-16-2018, 12:14 PM   #2560
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Quote:
Originally Posted by PDXREALTOR View Post
Yes, I think. My 7163 is a 2.5" inlet

To help you help me.... What I am doing is making a 2.5 to 3" adapter sleeve. I would like to push the sleeve as far back over the entire 2.5" portion of the Compressor inlet. I think this portion would be polished.

I'm tapering ~1/4" to a sharp point out past the inlet to get a smooth airflow (think velocity stack).
I get 1.03" in length. Also to note, the inlet already is tapered almost to a point already.


Careful with the 'horn'. It's easy to induce more turbulence than remove it. I've found short horns, even reduced in size (some Garrett turbos) will improve surge and flow properties best.


Example, 4" to 3" conversion:





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Old 08-16-2018, 12:49 PM   #2561
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Quote:
Originally Posted by KillerBMotorsport View Post
I get 1.03" in length. Also to note, the inlet already is tapered almost to a point already.


Careful with the 'horn'. It's easy to induce more turbulence than remove it. I've found short horns, even reduced in size (some Garrett turbos) will improve surge and flow properties best.


Example, 4" to 3" conversion:





Thank you!

Nice adapter plate. On your horn - did you specifically make it have a flat 'face' before the taper?

This is what I'm doing with the 'horn'. Just enough to direct the airflow into the inlet. Thoughts?

This isn't the actual material I'm using this time around. I found this to be too soft. This just illustrates the point the horn comes to. The actual piece I'm using is below. It isn't finished. It's an 80a Urethane.









Last edited by PDXREALTOR; 08-16-2018 at 01:15 PM.
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Old 08-16-2018, 01:41 PM   #2562
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Quote:
Originally Posted by PDXREALTOR View Post
Nice adapter plate. On your horn - did you specifically make it have a flat 'face' before the taper?
Space constraints prevented the radius from being all the way out to the OD. I couldn't get the geometry of the horn and size and fitment all to jive so I just made the radius and taper to taste. Worked exceptionally well.

Quote:
Originally Posted by PDXREALTOR View Post
This is what I'm doing with the 'horn'. Just enough to direct the airflow into the inlet. Thoughts?
I would smoothen and round where the chamfer meets the ID. Maybe shorted it up a but to put that feature closer to the inlet. IIRC the sweet spot for where the horn should start to open is about the distance = compressor wheel diameter. All that stuff I did goes back to 2010, so I may be off on that one. I remember doing lots of reading and CAD simulations to try and find the sweet spot. Having an in with some Garrett engineers was nice for note comparisons too. I don't see why it wouldn't translate to BW. A compressor wheel is a compressor wheel.
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Old 08-16-2018, 02:01 PM   #2563
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Quote:
Originally Posted by KillerBMotorsport View Post
Space constraints prevented the radius from being all the way out to the OD. I couldn't get the geometry of the horn and size and fitment all to jive so I just made the radius and taper to taste. Worked exceptionally well.



I would smoothen and round where the chamfer meets the ID. Maybe shorted it up a but to put that feature closer to the inlet. IIRC the sweet spot for where the horn should start to open is about the distance = compressor wheel diameter. All that stuff I did goes back to 2010, so I may be off on that one. I remember doing lots of reading and CAD simulations to try and find the sweet spot. Having an in with some Garrett engineers was nice for note comparisons too. I don't see why it wouldn't translate to BW. A compressor wheel is a compressor wheel.
My plan was to match the chamfer exactly with the beginning of the turbo inlet. Like pictured below. This is a sloppy example but gives you the idea.

This is the reason I wanted the length of the inlet snout. I wanted to avoid having to 'line up' the chamfer with the inlet. I want to accomplish the alignment by simply pushing the sleeve on against the compressor housing.



By just doing this I gained .5 PSI on spool up with the FP Green. However, I think that's all kind of relative unless you are at the turbos limit and the only way to get more PSI is to increase the inlet size.

The main reason I am doing this on the BW 7163 is the soft inlets, and hard inlet couplers, are all 2.4". On my 2.4" coupler you can see it almost turns into a restriction after being stretched on the larger compressor inlet.



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Old 08-16-2018, 02:20 PM   #2564
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OK, I got you now. Offset transition isn't helping any I'm sure. You can't get that same thing in a 2.5" coupler?
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Old 08-16-2018, 02:28 PM   #2565
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Originally Posted by KillerBMotorsport View Post
OK, I got you now. Offset transition isn't helping any I'm sure. You can't get that same thing in a 2.5" coupler?
I'm not sure. You have me wondering now. I am going to call AP and ask them. However, you can see when the 3" coupler is installed correctly it's not that bad.

I'm thinking the 3" with 2.5 > 3" adapter sleeve would still be better than a 2.5 > 3" offset coupler. What do you think?

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Old 08-17-2018, 07:12 AM   #2566
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Quote:
Originally Posted by PDXREALTOR View Post
I'm thinking the 3" with 2.5 > 3" adapter sleeve would still be better than a 2.5 > 3" offset coupler. What do you think?
You're probably right.
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Old 08-17-2018, 10:53 PM   #2567
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The FP Green must sit differently in one way or another. I can't get a pinch free connection for the life of me.

I am quite pleased with compressor inlet adapter though. I rolled the edges as KB suggested and it took a bit of the precision out of the final cut.

It's slip fit on the snout very tight. I'm going to keep working on this and see if I can get it to pop into place somehow.....

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Old 09-07-2018, 11:18 AM   #2568
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I picked up a new 7163 that has never been run. The ID badge doesnt seem to match anything in production currently and was wondering if anyone here has any info on what Ive got or knows where I can go to get the specs. I know these turbos when through various revisions and I would like to know where mine falls in that range. I am suspecting this was a very early model as the description (Desc. EFR-7163 TURBO 6) and serial number (06) are like nothing out there. Ive never hear of a 2 digit serial number haha





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Old 09-07-2018, 12:02 PM   #2569
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Well it has an aluminum CHRA, which I thought they only sold as a supercore, without housing.

Looks pretty straight up to me.
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Old 09-07-2018, 01:05 PM   #2570
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Quote:
Originally Posted by pearson222 View Post
I picked up a new 7163 that has never been run. The ID badge doesnt seem to match anything in production currently and was wondering if anyone here has any info on what Ive got or knows where I can go to get the specs. I know these turbos when through various revisions and I would like to know where mine falls in that range. I am suspecting this was a very early model as the description (Desc. EFR-7163 TURBO 6) and serial number (06) are like nothing out there. Ive never hear of a 2 digit serial number haha






Could be one of the early versions with the smaller AR and slightly smaller wheel, aka, first page dyno plot.
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Old 09-17-2018, 12:25 PM   #2571
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What method or order of operations did you guys use for installing the uppipe, turbo, and downpipe. I found that I had to install the turbo on the uppipe first and then attach that assembly to the headers. That left the downpipe pretty difficult to get aligned with the midpipe and turbo v-band. I have a pretty major leak at the dp-midpipe and wanted to see what others have found to be successful.
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Old 09-17-2018, 01:55 PM   #2572
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Headers, uppipe, turbo. Only thing that gave me any problem was that back bolt. It ended up going on as it should, but I forget how I did it.
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Old 09-21-2018, 01:49 AM   #2573
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Does anyone know if the SINGLE port turbosmart wastegate with a stiff base pressure spring works any better than the high boost EFR canister?

I was thinking like a 22 psi base pressure.
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Old 09-21-2018, 11:47 AM   #2574
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Quote:
Originally Posted by PDXREALTOR View Post
Does anyone know if the SINGLE port turbosmart wastegate with a stiff base pressure spring works any better than the high boost EFR canister?

I was thinking like a 22 psi base pressure.
I'm sure that you'd be better off with a dual port wastegate or a 4-port MAC valve to control it.
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Old 09-21-2018, 12:23 PM   #2575
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I'm sure that you'd be better off with a dual port wastegate or a 4-port MAC valve to control it.
Thx. I'm well aware of it. But, I wanted to know specifically about the single port.
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