The "Indy Car" housings I saw didn't have inlet flanges. They got welded straight to the manifold. Seemed like the turbine outlet was a low-profile V-band that stuck out VERY LITTLE.

The FP Xona CHRA is not aluminum. It is stainless steel.

 

I have an indy car housing. And the turbo itself is even for sale.

Here's what it looks like;




Its a vband flange with a step in it. That's about it.

 

Here's the one from their press release.
Looks to be the larger 9180 that was the other option over the twins?
http://www.semashow.com/sites/defaul...DY_Charger.jpg

 

Does anybody know how far you can 'tilt' the EFR's? Have seen 1 or 2 set ups mounted on a ~10* slant. I've had a read through the training material and the material supplied with the turbo but couldn't find anything specific

 

That's odd, usually they tell you the max angle. I'd recommend no more than 10*.

 

Unless I've missed it, can't see it in any of the material. BW after sales support is non-existent too (no reply to my emails), disappointing given the RRP of these things

Appreciate the 2c but would like to have something in black and white from BW (or at least someone that can cite their source), need to be certain in the event of a warranty claim

 

BW states, in their EFR technical manual, that all their endurance testing was done at 0 angle.... .. I read it as "any change from horizontal and we dont know what will happen"

 

Now there's an idea - Brock Fraser, Mr EFR. Thanks

 

i've never had a problem reaching them by phone. i know that's less convenient for you and costs you money but thought it was worth mentioning.

 

This might help, its's out of the EFR technical training booklet.

Oil Outlet
The oil drain flange on the bearing housing has been prepared for either
a paper-type flange gasket (the bolt spread is 38mm or 1.5” and the
bolts are M8x1.25) or a screw-in fitting. If the port thread is selected, a
fitting with a 3/8-NPTF tapered thread should be used. We recommend
the white liquid type of sealant instead of Teflon tape. The oil drain line
should be at least -8AN (1/2” ID). The bearing housing oil drain should
be pointed straight downward where possible, and at most 20 degrees
tilted right or left. When routing the oil drain line, try to keep it
running downhill all the time and avoid horizontal spots or sharp bends.
The oil should drain to the block or pan in a low-pressure region above
the level of the oil bath. It is not recommended to install the turbo
considerably nose-up or nose-down. It was validation tested to be
installed “flat” with respect to the ground.

 

So, has anyone actually seen the 9174 EFR with the Spool valve yet?

 

Looks like the 9174 is publicly available. I'll have to see if my supplier can get them.

http://www.full-race.com/store/turbo...4-turbo-1.html

 

URQ,
The TTRS you tested was underboosting... car should be achieving 26-27psi by redline. The CL boost control I term is limited so if you have a boost leak/wastegate reference issue, you can only wind up the I term so much before it limits. But of course you already knew this because I told you several times that was the case. The APR production 100 octane tune makes 600awhp on our Dynapack, our 104 octane tune has done 665awhp on a Dynojet during the tuner shootout in California two years ago.

If you want to compare a well assembled and mechanically sound TTRS running our 100 octane tune, please check out the 20 other examples of cars running in the states... where we've seen traps of 133-135mph using our production kit and production software. So besides your best attempt to trash talk APR and use slanted data to promote your EFR kit (everyone knows I love EFR's)... I'll let the products proven trap speed dictate who is making more power. What does your dyno sheet trap?

 

9174, just thought I would show this pic, shows how close it comes to the tranny, but does not touch. For tinkering will give me 1/8" or more.
Two weeks time I will have another official dyno sheet for it that I will share, made 800 + the first go around

 

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