Borg Warner EFR 7670 T4 1.05AR - Detailed Pics
Dec 2, 2011, 09:06 PM
#47
That's not been my experience at all. They support owners of all used ECUs, so long as they were USA Motec in the first place.
I can tell you first hand that even if you were right and I got no support from Motec, it would still be better than the run around I got from Ray Hall, owner of Vipec, even with a brand new Vipec V88 box from a Vipec authorized dealer and legit serial number.
I can tell you first hand that even if you were right and I got no support from Motec, it would still be better than the run around I got from Ray Hall, owner of Vipec, even with a brand new Vipec V88 box from a Vipec authorized dealer and legit serial number.
Dec 3, 2011, 05:49 PM
#48
something i'm very surprised about finding, and even more surprised that you didn't notice Eric is...
The twin scroll exhaust housing.
The scroll divider is recessed. A lot.
It almost isn't even a twin scroll housing.
The garrett housings have the divider right up the the exhaust wheel.
The BW housing has it recessed about 8-10mm back from the wheel, even more in some places.
While this will increase durability and top end power, i feel that it will partially negate the twin scroll effect.
Has anyone else noticed this?
Why would Borg Warner design it like this? were they scared of cracking problems too?
The twin scroll exhaust housing.
The scroll divider is recessed. A lot.
It almost isn't even a twin scroll housing.
The garrett housings have the divider right up the the exhaust wheel.
The BW housing has it recessed about 8-10mm back from the wheel, even more in some places.
While this will increase durability and top end power, i feel that it will partially negate the twin scroll effect.
Has anyone else noticed this?
Why would Borg Warner design it like this? were they scared of cracking problems too?
Dec 3, 2011, 07:07 PM
#52
Dec 4, 2011, 07:37 AM
#53
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My guess is that even with that gap that you mention, the turbine wheel is still the path of least resistance. Who knows if that would cause some turbulence at high RPM but maybe it helps it breathe better while keeping the positive effects of the twin scroll.
Dec 4, 2011, 10:37 AM
#54
They've got their casting down pat. I HIGHLY doubt it was an issue with the housing that they couldn't get around so they said "This is good enough"
My guess is that even with that gap that you mention, the turbine wheel is still the path of least resistance. Who knows if that would cause some turbulence at high RPM but maybe it helps it breathe better while keeping the positive effects of the twin scroll.
My guess is that even with that gap that you mention, the turbine wheel is still the path of least resistance. Who knows if that would cause some turbulence at high RPM but maybe it helps it breathe better while keeping the positive effects of the twin scroll.
So the garrett design of their twin scroll housings is "wrong" or "inefficient"
I would really love to test it, run our GT30 twin scroll setup on the dyno, then machine out the divider the same amount as the EFR has.
I'm betting it would pickup Top end power, but lose spool.
Dec 4, 2011, 01:07 PM
#56
maybe?
So the garrett design of their twin scroll housings is "wrong" or "inefficient"
I would really love to test it, run our GT30 twin scroll setup on the dyno, then machine out the divider the same amount as the EFR has.
I'm betting it would pickup Top end power, but lose spool.
So the garrett design of their twin scroll housings is "wrong" or "inefficient"
I would really love to test it, run our GT30 twin scroll setup on the dyno, then machine out the divider the same amount as the EFR has.
I'm betting it would pickup Top end power, but lose spool.
We all know that Evo 8/9 turbine housings crack right at the divide near the volute.
Garrett uses divided housings intended for compression ignition engines with much lower EGTs.
That's my best guess. maybe Geoff could chime in.
Dec 4, 2011, 01:12 PM
#57
It could very well be one of the design limitations when a turbine housing is used in a gasoline application with very high EGTs.
We all know that Evo 8/9 turbine housings crack right at the divide near the volute.
Garrett uses divided housings intended for compression ignition engines with much lower EGTs.
That's my best guess. maybe Geoff could chime in.
We all know that Evo 8/9 turbine housings crack right at the divide near the volute.
Garrett uses divided housings intended for compression ignition engines with much lower EGTs.
That's my best guess. maybe Geoff could chime in.
Dec 4, 2011, 01:38 PM
#59
I have done that too... and from the numbers I'd say it worked. I spent a lot of time in the volute... not necessarily the divide. I also removed the divider in the stock TS housing for Mike's FP Black. It made 750whp so I guess that worked out for him.
