Thanks for the compliments, all. She's still a work in progress.

I love the wrinkle black, I am planning on doing the Charge piping and Inlet pipe in Wrinkle black too. I'm also considering ceramic coating the hot side black.

 

Op , could you please elaborate more on the process/preparation for sourcing the current exhaust to a custom 3 inch dual?

Thanks

 

sexy

 

Not exactly sure what you're asking, but I am trying to find a 3" dual exhaust, like the Asura, or a custom made one, before I go ahead and have Quantum make me one this winter.

 

Hi.. i am planning a bw efr.. and i am in a debate if i should go 7163 vband or 8374 twinscroll..my target is 14 psi and from matchbot seems 7163 would spool 2500 7psi and the 8374 nearly 4000 and more.. stock cr motor..i dont know what to go for

 

My understanding is the 7163 is inbetween/hybrid of a 7064 and a 7670. Although I sometimes wish I had gone with the 8374 for the few HP i could have squeezed out of it on top compared to my 7670 with a stock waste gate, I am more than happy with the "Spool time" and overall power of my 7670, I also have added a turbosmart dual port waste gate that should allow me too see north of 500whp, on pump gas still.

To answer your question, the 7163 would not be an option for me. It will not like to make any steam up top, and 2500 seems like it is to fast of a "spool time", remember, we have high RPM cars, and at cruising speeds are usually at 3800-4000 rpms. Out of the 2 you are looking at, I would opt for the 8374. I would recommend you take a look at the 7670, though.

You also have the option of getting a big turbo (8374, or bigger) in a twin scroll, and using a quick spool valve.

 

Where did you get the steering wheel from? Looks great

 

Guardian designs.
https://www.s2ki.com/s2000/topic/113...teering-wheel/

 

Installed some new parts and AP2 headlights.. New pics.

 

Figured I'd update as I finish parting this build out. It ended up at 480WHP at 13PSI and 550WHP at 18PSI once a 3" exhaust was sourced, timing was upped to 15* and AFRs steadied out to 11.3-11.4. This was all on Pump93/E10 fuel. The build was strongly fuel limited. Any more timing and it would get occasional knock, and ID1ks were in the low 90s duty cycle.

20kmi on a stock motor, transmission and differential. ACT/OEM clutch setup. Never had any issues with the build itself. As stated previously, we had a fuel pressure issue early on and WG control issue until upgraded to a turbo smart. In the following years, until part out time, the only other issue I had was 2 coil packs simultaneously going bad, but they didn't stand me. They would start misfiring once over 5PSI. Continued to drive the car out of boost until a new set came in, that set is still going strong.

Anyone looking for an IWG EFR setup, in my experience, boost control can't be done with a linear style controller. Needs to be adjusted by RPM/gear (Kpro) or shoot for a target boost like the turbosmart EBC. For example, a 17PSI spring yielded a peak boost of 18PSI dropping steadily to 11PSI at redline. Add a RPM based boost controller, steadily increased BC duty % from 10% to 95% as RPM increased to maintain 18PSI. It is actually quite the opposite of what you'd expect from a small IWG. With boost cut set at 19PSI, I never saw an overboost/boost cut condition.

I also tuned another EFR IWG car that was experiencing similar issues, they changed to a boost target controller (continuously adjusts duty cycle to hit booat) and it worked very well.

Even given this "difficult" tuning, No questions asked I would and will continue to buy and use EFR turbos on further builds.