brian.brigg

Just oil pump, head studs and valve springs. Not looking for dyno-heroics, just good driveability with the best possible throttle response. You're probably right. I have never driven a stock XR6 Turbo having spent the last 30 odd years overseas. All my previous experience, back in my rev-head days, was with V8s. That culminated in a nicely built half inch stroked 440 (giving 511 cubes) finding its place in my VJ Charger in front of a built 770 auto. The massive torque available low down was very addictive. The tyre budget approaching my yearly income every six months along with fuel costs were much less addictive, of course. Looking at the EFR reviews is okay, but everything I've found is smaller and revvier engines with guys going for huge power. Guys are swapping their EFR 8374s for EFR 9180s on 2JZ or K24 engines and so forth. The one consistent thing in the reviews is that they praise the quick spooling at lower revs but they are comparing against the GTX 3584 or even bigger Garretts. The 3584 can get 1,000hp on a built Barra. The big difference is that the Barra moves a lot of air compared to anything an EFR reviewer that I have been able to find has under the bonnet. The long stroke gives good torque at low RPM so maybe the ultimate in quick spooling is not such a big thing. Looking at the BW Matchbot all of the bigger turbos with my power level dialled into the boost show the Barra falling off the bottom of the compressor map over about 3500rpm because it doesn't take much boost to get a Barra to 350kw at the wheels. The smaller turbo's, like the 7670 which has a map pretty close to the GTX3576 with a bit more headroom for higher boost, give slightly better results but don't push enough air to get any real boost at 6000rpm. That's why I was wondering which one I should choose. Looking at it more shows that I'm probably chasing a rainbow. That said, what is the recipe for 350kw at the wheels, on ULP 91 since I would be heading out west frequently and 98 is often hard to find, never mind E85. I want to keep stock internals with a fully built oil pump and would be way oversized on the intercooler, Plazmaman 1400 or similar with separate oil and transmission coolers because it gets hot out in the bush. Springs and those nice titanium retainers for good valve control as well as a set of head studs would be put in as well as a Streetfighter internal fuel pump/surge tank rated to 1000hp and perhaps ID1050 injectors or similar. Fuel pressure regulator would be the Turbosmart 1200 so it can adjust for the manifold pressure. A multitune so I can have one for 98, one for ULP91, one for the missus and one for valets is something I would like. I want the car to be as quiet as possible given a CAI will be fitted so a plumb back BOV will be used and I'm hoping So what's my turbo? One last question is what happens when you go off the end of the compressor map? Can this lead to turbo overspeed?

I get the idea that this will cost more but I am comfortable with spending the money to get what I want. Coming from NA V8s in my younger days I do like the instant urge from a well built engine. Now that I'm older and lazier an automatic with six speeds sounds real good. My car choices come down to a Late model camira with a supercharged LS or a nice XR6 Turbo. Everything that I have seen with comparison between roughly equivalent BW EFR turbos and the Garrett turbos always makes the point that the BW spools up quicker, even with single scroll so another alternative would be the stock manifold modified to the T4 flange but I am prepared to spend the money on a good twin scroll manifold as long as I can get boost to come in 500rpm sooner which is what the twin scroll is supposed to do.

Hi everybody. I'm new to the forum and to Falcon Turbos and have a couple of questions. What size BorgWarner EFR is the equivalent of, or just above, the stock FG XR6 turbo? I'm looking for good throttle response in a daily driver with 350 RWKW so I don't need anything huge. I figure the lighter wheels, ceramic bearings and twin scroll turbine housing should all help minimise any turbo lag. I've heard good things about the internal wastegate EFRs but nothing specific about the dual wastegate in the twin scrolls. . Would they work okay for my needs? I plan to use a high mount split T04 manifold to take advantage of the twin scroll turbine housing. Does this higher mounting affect the efficiency of the water cooling, particularly the thermo-siphoning effect when the engine is shut down?