What? How? Edit: I get it.

 

nope, quite the opposite.. about 5 times better than mild steel and 12 times better than stainless..

 

+1

 

Ahhhh I get it. More heat out of the chra with coolant flow vs iron.

 

More heat from the turbine housing into the bearings, oil, coolant and compressor housing...
Larger and uneven dimensional changes in the bearing/housing system.

Oh wait, that's not what you want. I would hope they have all those issues figured out though and it won't impact long term durability? I love the idea of going for lighter parts though. Less stress on the manifold and head studs.


Garret uses titanium on their high end CHRAs for this reason. It REDUCES heat transfer and dimensional changes while being light.

 

you are forgetting that the exhaust housing is stainless which conducts heat very badly...

 

Yes, these things have to be thought of and worked through and tested and it's not obvious to me without having done all that what the best overall system is. FP for example, according to what is on their web site now, makes their centers from stainless steel. It might be that either material is fine as long as you work out all of the downstream implications really well.

Here is what FP says about material, bearings, heat transfer, and so-forth:

"Introducing the Xona Series CHRA, a billet SS construction featuring expanded water jacketing which fully surrounds the entire hot side register for improved heat blocking in the turbine section. Better materials extend the service life through improved corrosion resistance and reduced heat conduction into the bearing section of the CHRA. The rotating assembly is isolated from vibration 3 dimensionally via specially designed oil damping chambers which also serve to provide variable preload to the angular contact ceramic ball bearings ensuring that bearing preload increases with oil pressure, rpm and thrust loads, a feature never before seen in ball bearing turbochargers. Correct loading of angular contact ball bearings and bearing temperature are the determining factors when it comes to the lifespan of the ball bearing."

 

These were my thoughts as well, but there would also be more heat transfer to the coolant flowing through the turbo, so my guess is it kind of "evens out". I'm sure Borg knows what they're doing.

They say their iron housings don't require coolant lines, while the aluminum ones do.

 

FYI, this is from CHad's FB page today:

Kyle's Newly Cbrd Speedfactory RBX7163 powered EVO X on the dyno.... belting out 428.6whp at 26.2 psi on 93 octane!! time for a CBRD 3" cold Air bell mouth intake I think! and 445whp!

 

I sold him that kit, I even made 404 in an MR!

trying to get kyles graph!

here is it!!! Apparently he is running out of air up top and should be able to crank out more.

 

did you log the turbo speed?

 

Interesting for the Evo X guys. Not sure on the quality, never heard of this company before..


http://www.boostresource.com/product...hi-evo-x-2008/

 

So far it looks like all they've done is CAD it up and make a plastic print. Or I suppose that housing could be coated with a white ceramic.

 

Well, they're taking money on it. No testing though..

 

I am getting a Full-Race EFR kit before summer. Is it worth waiting for the aluminum housing to come out, or will that be in 2019? I of course cannot get ahold of BW directly.