Is there space to use the 1/8 NPT port on the side of the head? It's right next to the original oil feed port and accepts a 1/8 NPT to -4 AN fitting.

 

I never noticed that until you mentioned it! I assume it is BSPT as well, although a NPT will thread in.

Since I have to order new fittings I may as well just go from the filter housing for a little more reliable source.

 

DrivenFab uses a -6an oil feed adapter on the Evo X kits so ask them for one.

 

one for the tuners on here, theory says twin scroll turbo's can benefit from/accept more cam overlap, what's your experience in tuning with ts vs ss?

 

I know this is an EFR thread, but does anyone have experience with a BW SX-E 369? It's basically a 366 hotside with a billet wheel 69mm inducer.

 

I think this is the 80mm turbine wheel in the EFR turbos, but not the 80mm turbine in the SXE series. The SXE series is traditional inconel material, unlike the EFR wheel. EFR is light, but obviously weaker.

 

Yeah, it's the material. "Gamma-Ti" is certainly lightweight, but it isn't strong enough to be over spun.

The Borg SXE 9180 turbine wheels are made of inconel, not "gamma-Ti" and therefore will not suffer the same fate as these EFR units.

WATCH THIS VIDEO OF Forced Performance displaying the strength difference between the two materials.

 

Meh... that video isn't really a proper representation. It's a room temperature impact test which basically is showing the ductility of the materials at room temp. Exactly how often does a turbine wheel have something like an exhaust valve shot at it at room temperature? I'd venture a guess of never.

Fact is TiAl has a higher yield strength than Inco713:







It is also a fact that TiAl has much less ductility than Inco and is much more susceptible to impact damage as shown by the FP video.

The issue with TiAl is that it is notoriously difficult to cast and manufacture. As such, you can end up with strength reducing things like porosity and surface imperfections. So, it's my guess with the larger 80mm turbine wheel, they are just having issues getting it to cast properly, probably ending up with pockets of porosity in the middle of the wheel which weaken it significantly (the thicker something is, the harder it is to cast it without imperfections).

 

Not quite sure why people care what the power per mm is - the response vs power is the important part, right?

 

I agree. The only reason the size matters is because it effects the spool, response, and flow. In the end we are only looking at wheel size to get an idea what to expect about these things.

 

Yep - but it's just a loose relationship, the wheel designs, trims and materials all come into it. At the end of the day a 6466 makes more power than an EFR9180 but is also laggier, so the 64mm being better power per mm is a total red herring if you're looking more for response than power.

 

On the flipside, if the person is most interested in peak power (drag racing, standing mile, land speed, etc), then it is a relevant metric. I do not think it's coincidence the EFR turbos are sized with larger diameter turbine wheels compared to their Garrett equivalents (7163 vs GTX3071, 8374 vs GTX3582)

 

Actually, the turbine has been redesigned as well. Both spool and flow have been improved over the old 80mm wheels. The compressor section flows 105lb/min. There is also a 71mm version.

There is a 69mm SXE on a forward facing manifold on an Evo at Whalen's Speed right now. I believe it's waiting on the customer to be finished.

 

71mm compressor wheel? Not in the 300 series chassis there isn't. The 69mm compressor in the 369SXE is the largest in that chassis.

To get a bigger compressor you must step into the S400 sized turbos.

 

Yes, yes there is. I have held it in my hands. Just because you haven't heard of it yet doesn't mean it doesn't exist. I sell BorgWarners all the time.

Oh, would you look at this:

http://whalenspeed.com/collections/borgwarner-airwerks-turbochargers/products/borgwarner-s300sx-e-71mm-super-core